DMEAN. Dynamic Management of the European Airspace Network. European Medium-Term ATM Network Capacity Plan Assessment

Transcription

1 DMEAN Dynamic Management of the European Airspace Network European Medium-Term ATM Network Capacity Plan Assessment Edition June 2009

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3 CONTENTS 1. INTRODUCTION REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE MEDIUM-TERM TRAFFIC FORECAST MEDIUM-TERM CAPACITY REQUIREMENTS OVERALL NETWORK CAPACITY REQUIREMENTS IMPACT OF TRAFFIC DISTRIBUTION ON MEDIUM-TERM CAPACITY PLANNING DEVELOPMENT OF LOCAL CAPACITY PLANS ENROUTE & TERMINAL AIRSPACE CAPACITY ENHANCEMENT DMEAN AIRSPACE STRUCTURE DEVELOPMENT THE AIRSPACE ACTION PLAN: THE FLIGHT EFFICIENCY PLAN FLEXIBLE USE OF AIRSPACE ATFCM MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS NEVAC SAAM CAPAN TRAFFIC FORECASTING PAN-EUROPEAN CAPACITY ENHANCEMENT PROGRAMMES LINK 2000 PROGRAMME KHZ BELOW FL AERONAUTICAL INFORMATION MANAGEMENT PROJECTS MODE S PROGRAMME CASCADE FASTI SAFETY NETS TECHNICAL SUPPORT FOR TMAS ACC CAPACITY ENHANCEMENT MEASURES INCREASED SECTOR THROUGHPUT AND THE USE OF OPTIMUM CONFIGURATIONS EFFECTIVE RESOURCE UTILISATION NEW ATM SYSTEMS AND ATM SYSTEM UPGRADES MODE S AND DATA LINK OTHER LOCAL CAPACITY ENHANCEMENT MEASURES AIRPORTS AIRPORT ACTIVITIES IN SUPPORT OF THE DMEAN FRAMEWORK PROGRAMME DMEAN IMPLEMENTATION TARGETS TARGET AIRPORTS ANALYSIS AND DELAY REDUCTION ACTIVITIES STUDY ON THE REAL REASONS FOR AIRPORT ATM RELATED DELAYS CREATION OF THE DELAY REDUCTION TASK FORCE DELAY MONITORING PROCESS ANALYSIS AND DELAY REDUCTION AT INDIVIDUAL AIRPORTS CAPACITY DECLARATION PROCESS ANALYSIS DEMAND / CAPACITY ANALYSIS AIRSIDE CAPACITY ENHANCEMENT (ACE) ACTIVITIES AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) AIRPORT CDM GAP ANALYSIS AIRPORT CDM IMPLEMENTATION DYNAMICALLY INTEGRATING AIRPORTS INTO THE ATM NETWORK CONTRIBUTION TO NETWORK OPERATIONS PLAN (NOP) ACTION PLANS IN SUPPORT OF DMEAN ACTIVITIES EXPECTED MEDIUM-TERM PERFORMANCE OF THE ENROUTE ATM NETWORK ( ) MEDIUM-TERM DELAY FORECAST POTENTIAL BOTTLENECK AREAS AND EXPECTED SOLUTIONS i

4 8. CONCLUSIONS ANNEX 1 : ACC TRAFFIC & CAPACITY ALBANIA TIRANA ACC ARMENIA YEREVAN ACC AUSTRIA VIENNA ACC AZERBAIJAN BAKU ACC BELGIUM BRUSSELS ACC BULGARIA SOFIA ACC CROATIA ZAGREB ACC CYPRUS NICOSIA ACC CZECH REPUBLIC PRAGUE ACC DENMARK COPENHAGEN ACC ESTONIA TALLINN ACC EUROCONTROL MAASTRICHT UAC FINLAND ROVANIEMI ACC FINLAND TAMPERE ACC FRANCE BORDEAUX ACC FRANCE BREST ACC FRANCE MARSEILLE ACC FRANCE PARIS ACC FRANCE REIMS ACC FYROM SKOPJE ACC GERMANY BREMEN ACC GERMANY LANGEN ACC GERMANY KARLSRUHE UAC GERMANY MUNICH ACC GREECE ATHENS ACC GREECE MAKEDONIA ACC HUNGARY BUDAPEST ACC IRELAND DUBLIN ACC IRELAND SHANNON ACC ITALY BRINDISI ACC ITALY MILAN ACC ITALY PADOVA ACC ITALY ROME ACC LATVIA RIGA ACC LITHUANIA VILNIUS ACC MALTA MALTA ACC MOLDOVA CHISINAU ACC THE NETHERLANDS AMSTERDAM ACC NORWAY BODO ACC NORWAY OSLO ACC NORWAY STAVANGER ACC POLAND WARSAW ACC PORTUGAL LISBON ACC ROMANIA BUCHAREST ACC SERBIA BELGRADE ACC SLOVAK REPUBLIC BRATISLAVA ACC SLOVENIA LJUBLJANA ACC SPAIN BARCELONA ACC SPAIN CANARIAS ACC SPAIN MADRID ACC SPAIN PALMA ACC SPAIN SEVILLA ACC SWEDEN MALMO ACC SWEDEN STOCKHOLM ACC SWITZERLAND GENEVA ACC SWITZERLAND ZURICH ACC TURKEY ANKARA ACC ii

5 TURKEY ISTANBUL ACC TURKEY IZMIR ACC UKRAINE KHARKIV ACC UKRAINE KYIV ACC UKRAINE L VIV ACC UKRAINE ODESA ACC UKRAINE SIMFEROPOL ACC UNITED KINGDOM LONDON ACC UNITED KINGDOM LONDON TC UNITED KINGDOM NEW PRESTWICK ACC ANNEX 2 : AIRPORTS ALICANTE AIRPORT ALC/ LEAL AMSTERDAM AIRPORT AMS/ EHAM BARCELONA AIRPORT BCN/ LEBL BRUSSELS AIRPORT BRU/ EBBR BUDAPEST AIRPORT BUD/ LHBP COPENHAGEN AIRPORT CPH/ EKCH DUBLIN AIRPORT DUB/ EIDW FLORENCE AIRPORT FLR/ LIRQ FRANKFURT AIRPORT FRA/ EDDF IRAKLION AIRPORT HER/ LGIR ISTANBUL AIRPORT IST/ LTBA LONDON HEATHROW AIRPORT LHR/ EGLL MADRID AIRPORT MAD/ LEMD MILANO LINATE AIRPORT LIN/ LIML MILANO MALPENSA AIRPORT MXP/ LIMC MUNICH AIRPORT MUC/ EDDM PALMA MALLORCA AIRPORT PMI/ LEPA PARIS CHARLES DE GAULLE AIRPORT CDG/ LFPG PRAGUE AIRPORT PRG/ LKPR ROME FIUMICINO AIRPORT FCO/ LIRF VALENCIA AIRPORT VLC/ LEVC VENEZIA AIRPORT VCE/ LIPZ VIENNA AIRPORT VIE/ LOWW WARSAW AIRPORT WAW/ EPWA ZURICH AIRPORT ZRH/ LSZH iii

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7 ACRONYMS AAS Advanced Airspace Scheme ACC Area Control Centre A-CDM Airport Collaborative Decision Making ACE Airside Capacity Enhancement ACI Airports Association Council AEA Association of European Airlines AENA Spanish Airport and Air Navigation Administration ANSP Air Navigation Service Provider ANT Eurocontrol Airspace & Navigation Team AOE Eurocontrol Airport Operations & Environment APN Eurocontrol Airspace Network Planning & Navigation ARN (V6) ATS Route Network (Version 6) ARNVST ATS Route Network Very Short Term ASM Airspace Management ASMGCS Advanced Surface Movement Guidance System ATC Air Traffic Control ATFCM Air Traffic Flow and Capacity Management ATFM Air Traffic Flow Management ATM Air Traffic Management ATS Air Traffic Service CANSO Civil Air Navigation Services Organisation CBA Cost Benefit Analysis CDA Continuous Descent Approach CDR Conditional Route CDM Collaborative Decision Making CEF Capacity Enhancement Function CFMU Eurocontrol Central Flow Management Unit ECODA Eurocontrol Enhanced Central Office for Delay Analysis CRAM Conditional Route Availability Message CRCO EUROCONTROL Central Route Charges Office DDR Demand Data Repository DFL Division Flight Level DMAN Departure Manager DMEAN Dynamic Management of the European Airspace Network DOPS Directors Operations EAOG European Airline Operations Group ECAC European Civil Aviation Conference ECIP European Convergence & Implementation Plan v

8 ESSIP FAB FDPS FEP FIR FMP FUA HIRO IATA ICAO IFPS LCIP LSSIP LVP MTF NAT NEVAC NM NOP PC PRC PRU PIATA r/w RAD RNDSG RVSM SAAM SCG STATFOR SESAR STF TMA UAC UTC European Single Sky Implementation Functional Airspace Block Flight Data Processing System Flight Efficiency Plan Flight Information Region Flow Management Position Flexible Use of Airspace High Intensity Runway Operations International Air Transport Association International Civil Aviation Organisation Initial Flight Plan Processing System Local Convergence & Implementation Plan Local Single Sky Implementation Plan Low Visibility Procedures Medium Term Traffic Forecast North Atlantic Track Network Estimation & Visualisation of ACC Capacity Nautical Miles Network Operations Plan Provisional Council Performance Review Commission Performance Review Unit Performance Indicators Analysis Tool for Airports Runway Route Availability Document Route Network Development Sub-Group (of the ANT) Reduced Vertical Separation Minima System for Traffic Assignment & Analysis at Macroscopic Level EUROCONTROL Stakeholders Consultation Group Eurocontrol Statistics & Forecasting Single European Sky ATM Research Programme Short Term Traffic Forecast Terminal Manoeuvring Area (~Terminal Airspace) Upper Area Control Centre Universal Time Coordinated vi

9 EXECUTIVE SUMMARY The European Medium Term ATM Network Capacity Plan Assessment consolidates all local capacity plans into one single document and provides an outlook of the expected network performance for the period with increased focus on 2010/11. This document has been developed in the context of the Dynamic Management of the European Airspace (DMEAN) Framework Programme. The intent is to provide a medium-term outlook of capacity requirements at network level and of capacity enhancement measures planned for each ACC. The Plan identifies potential bottlenecks and gives early indications to States and ANSPs on the need to plan for additional resources, on network interactions and on the need to implement improvements at network level. In recent years, States, ANSPs and aircraft operators have cooperated fully with the Agency to address the required ATM capacity enhancement requirements and supported the interactive approach of the Agency for the development of well-based local capacity plans in the context of the LCIP development. As part of the continuing drive towards the full integration of airports into the network capacity planning process, a description of the airport capacity assessment and enhancement work in progress is included, as well as specific information on the most constraining airports. The document also identifies the airspace design activities which balance the deployment of additional capacity against increased flight efficiency over the European ATM network. At European network level, the delay forecast for the period shows that network delay will continue to be higher than the Provisional Council target of 1 minute per flight enroute, in spite of reduced or negative traffic growth in many areas. Delays in Summer 2010 are likely to be higher than initially expected due to the postponement of some major projects at local level. In this time of global economic recession, with traffic reduction a reality and no guarantee of when growth will resume, it is important that States do not stop recruiting air traffic controllers; although total traffic may be lower, the demand on busy sectors during peak periods has remained steady - or even increased. It is outside peak hours that the traffic reduction is apparent. Whereas there are plans to increase structural capacity, the shortage of qualified controllers remains a major obstacle to the enhancement of performance at local level. In spite of significant efforts to ensure a more effective and flexible resource utilisation, problems are expected at ACCs in various parts of Europe, resulting in less-than-optimum sector configurations and opening schemes during peak hours. Commitment to the timely implementation of existing plans remains a critical aspect. The outlook indicates that the focus on the integration of capacity planning, civil-military cooperation, airspace design and management, airport operations and flow and capacity management into a network approach should be further strengthened. vii

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11 1. INTRODUCTION The European Medium-Term ATM Network Capacity Plan Assessment for the period has been prepared by EUROCONTROL in the context of the cooperative process between the Air Navigation Service Providers (ANSPs), airports and the Agency for the development of local capacity plans. It is part of the consolidated planning process implemented through the Dynamic Management of European Airspace Network (DMEAN) Framework Programme. The document provides a medium-term outlook of the capacity situation at network and local level, identifies possible bottlenecks and gives early indication of the need for additional measures, details of network interactions and improvements required at network level. It allows an early assessment of the ability of the network to provide the required capacity and enable a jointly agreed course of action with respect to local actions and network developments. Included is a brief review of past capacity performance, an assessment of the expected performance of the European ATM network in 2010 and 2011 and a summary of capacity enhancement measures planned for each Area Control Centre (ACC) for the period , as agreed with individual ANSPs during the development of capacity plans included in the Local Convergence and Implementation Plans (LCIP) As part of the continuing drive towards the full integration of airports into the network capacity planning process, a description of the airport capacity assessment and enhancement work in progress is included, as well as specific information on the expected evolution of capacity at the most constraining airports. 2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE In 2008 the number of flights in Europe reached an all time high (over 10 million flights), the peak day being Friday 27 June with flights. Compared to the previous year, delays related to Air Traffic Management again recorded a significant increase, and did not meet the target set by the Provisional Council for Summer 2006 that was reconfirmed until at least The forecast traffic variation for the year 2008 was 1.7% for low growth and 4.0% for baseline growth (source: medium-term STATFOR forecast, February 2008). The forecast total ECAC delay for the Summer season, derived from the baseline traffic growth forecast for enroute and airport was 2.3 minutes per flight, of which 1.4 minutes was attributed to enroute delay. However, traffic growth in 2008 was below the low scenario of the STATFOR medium-term forecast, with actual traffic increasing by only 1.0% for the Summer season (May to October) and by 0.5% for the whole year, when compared to the corresponding periods in Over the whole year 2008, the average ATFM delay per flight was 2.3 minutes, of which 1.6 minutes was attributed to enroute delay. The total delay increased by 10.4% over 2007, much higher than expected given the weak traffic increase. For the Summer season, the average ATFM delay per flight was 2.8 minutes, of which 2.0 minutes was attributed to enroute delay. The sharp increase in delay coupled with lower than expected traffic growth is part of a worrying trend that has seen capacity increase at a rate lower than the demand over the past 3 years, and for the first time this year resulted in an effective decrease of European network ATM capacity that is estimated to be -2.0% for the Summer period and -4% for the whole year Periods of low traffic growth normally provide an opportunity to reduce the capacity gap, but this was not possible last year; stringent efforts are needed if delays are to be contained. 1

12 3. MEDIUM-TERM TRAFFIC FORECAST The latest EUROCONTROL STATFOR Medium-Term Forecast (MTF) was published in February 2009 and covers the period It indicates that, over this period, the average annual traffic growth in Europe is expected to be between 0.5% and 3.7% with a most likely value of 2.1% per year. Due to the deepening global recession, the forecast is considerably lower than the February 2008 forecast. The traffic forecast per ACC assumes that most of the existing route network will continue to exist. In reality it will continue to develop and change over the period of this report. The maps below show the traffic increase in 2013 compared to 2008 at ACC level, for the baseline and the high traffic expected growth scenarios with current routeings. This traffic increase was derived for a representative period of the Summer season, on the basis of the origin-destination zones (ODZ) growth provided by STATFOR as part of the Medium-Term Forecast released in February See paragraph 5.6 for more information. 2

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14 4. MEDIUM-TERM CAPACITY REQUIREMENTS 4.1. Overall network capacity requirements In 2001, the EUROCONTROL Provisional Council (PC/10) endorsed an overall ATM network target to reduce progressively to a cost-optimum average ATFM delay of one minute per flight enroute by the Summer 2006, as a basis for the co-operative planning and provision of capacity. This Summer enroute delay target was reconfirmed by PC/27 for the medium term (at least until 2013). Actual delay for Summer 2008 was 2.0 minutes per flight enroute, higher than the target, and, for the third year running, an increase over the previous Summer. The effective capacity of the European ATM network would need to increase by 19% between Summer 2008 and Summer 2013, to achieve and maintain the 1 minute enroute delay target and meet the forecast traffic increase of 8%, (baseline growth, STATFOR MTF Feb 09). Current local capacity plans indicate that this will not be the case and that delays will increase further. The following chart illustrates the past and expected evolution of the enroute ATFM delay, traffic and effective capacity. Movements per day Summer Traffic, Delay & Capacity Evolution Average enroute delay per flight (min) Traffic Capacity PC delay target Av ER delay Capacity requirement profiles are established for each ACC through an overall European ATM Network capacity planning process and for each year of the planning period, to allow more flexible and interactive planning of ATM capacity and a better reflection of local needs and realities. They are based on high, medium or low traffic growth and distribution over the current route network and on the shortest routes available on the future ATS Route Network. The medium-term capacity requirement profiles for ACCs, agreed to be used as the basis for cooperative planning and provision of capacity for the period were derived during Spring 2009, in an interactive manner and in close cooperation with ANSPs. 4

15 These capacity requirement profiles are based on the following planning assumptions: Achieving (by Summer 2010) and maintaining the PC average enroute delay target of 1 minute per flight; Traffic growth according to the STATFOR medium-term forecast (Mar 2009), low, baseline and high traffic growth scenarios; Forecast traffic distributed over the current and the shortest routes available on the future ATS Route Network Version 6 (Version ARN V6), with generally unconstrained vertical profiles. The ACC capacity requirement profiles that result from this cohesive planning methodology were approved at SCG/11 in May 2009 and will be published in the LSSIP (Local Single Sky Implementation Plan) and used as the basis for local capacity plans. For the medium-term capacity planning of the European ATM network, capacity profiles are set for existing and future ACC configurations (i.e. those planned to be operational between 2010 and 2014) in the ECAC area, by considering the whole ATM network and giving due consideration to airport capacity constraints. The ACC capacity profiles are linked to the ACC capacity baselines that were assessed during Summer 2008, and are agreed to be used as a reference for medium term capacity planning capacity baselines were also assessed for ACC configurations planned for implementation between 2010 and 2014, thus allowing the derivation of capacity profiles for future configurations. The planning cycle takes into account the following changes to areas of responsibility for ACCs requested by various ANSPs: Germany Karlsruhe UAC with the upper airspace of Munich ACC from 2012 Munich ACC without the upper airspace from 2012 Turkey Ankara ACC all Turkish airspace above FL245 from 2011 Istanbul and Izmir ACCs current areas of responsibility limited to below FL245 from 2011 UK Merge of Manchester and Scottish ACC into new Prestwick Centre from 2010 As required by ANSPs and in line with the DMEAN requirements, capacity profiles are also provided for a number of sector groups, on a bilateral basis. At network level, between 2008 and 2013, air traffic is expected grow by between 8% for the baseline scenario and 18% for the high growth scenario. However, if there is no recovery, the low growth scenario predicts a further reduction of - 2% over the same period. To meet the baseline traffic growth of 8% and to achieve and maintain the enroute delay target, the European ATM Summer season network capacity needs to grow by 19%. An increase of up to 30% of the European ATM Summer season network capacity will be required if the traffic will follow the high growth scenario. The difference between the traffic growth and the required capacity increase comes from the fact that the enroute delay target has not yet been met and a capacity increase higher than the traffic growth is required to close the capacity gap and meet future demand. The maps on the following page illustrate the capacity increases per ACC required by 2013 for the baseline (reference) and high traffic growth scenarios. 5

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17 4.2. Impact of traffic distribution on medium-term capacity planning For medium term capacity planning, it is important to have a realistic traffic sample, taking into account possible future shifts in traffic distribution between the different ACCs. The implementation of free-route airspace in some areas, combined with the successive improvements to route network efficiency in terms of route network design and the transition of the future traffic demand towards shortest routes and unconstrained vertical profiles, is likely to have a significant impact on traffic distribution and on future capacity requirements. In addition, the differences between the enroute charges applied in different States has a high impact on traffic distribution in certain parts of Europe. These effects are assessed through the capacity planning process. In times of economic recession, the importance of an efficient route network is magnified, with many users preferring to take a delay rather than a route extension. Nevertheless the choice made varies between airlines and for different flights operated by the same airline, according to a number of different factors (time of day, rotation of flight, knock-on effect of delays, fuel price paid, route charges etc.). This makes it all the more important that users have alternative options and there is flexibility in the use of the route network Effect of traffic distribution via shortest available routes: the following map shows the average daily differences in traffic demand between the shortest available routes on ARN VST (Very Short Term) network and the routes that were flight planned during Summer If flights were to fly on the shortest route available, changes to traffic distribution would be observed in Central, South-Eastern and Eastern Europe. There is significant potential for demand increase in Bratislava, Chisinau, Ljubljana, Simferopol, Tirana and Zagreb ACCs, and to a slightly lesser extent in Copenhagen, Odesa, Padova, Makedonia, Belgrade and Tampere ACCs. Corresponding decreases would be observed in Budapest, Istanbul, and Sofia ACCs, as well as Geneva, Milan, Nicosia and Bucharest ACCs. 7

18 Effect of traffic distribution via the cheapest available routes: the observed traffic distribution shows that even if the shortest route is fully available, it may not always be the chosen option of the aircraft operators, as the cost of operating the flight also depends on route charges. Although there is a trade-off between flying a longer distance and paying lower route charges, normally the route length will be the main driver unless the distance is extreme. The effect on the European traffic pattern has been assessed within the capacity planning process by providing the traffic distribution on the cheapest route, minimising the overall cost fuel and route charges of each flight. The map below shows the average daily differences in traffic demand between the cheapest and the shortest available routes, both on ARN VST network with no vertical constraints. In 2008 there was little difference between the shortest and cheapest routes, with Lithuania and Sofia receiving more traffic and Chisinau, Lv iv, Skopje, Simferopol and Tirana ACCs receiving less traffic Overall effect of traffic distribution via shortest and cheapest available routes: The European traffic pattern is highly dependent on the route selection made by the aircraft operators, especially on the flows between North-Western and South-Eastern Europe. The transition of demand towards more natural (shorter and/or cheaper) routes and unconstrained profiles has a significant impact in several ACCs. Increased interaction with airspace users would allow an improved assessment of the expected traffic distribution on the network. 8

19 4.3. Development of local capacity plans To ensure the required delivery of capacity in the medium-term, detailed capacity plans are developed by the ANSPs for each ACC. The information included in this document is taken from the medium-term capacity plans included in Local Convergence & Implementation Plan (LCIP) Details of ACC capacity enhancement initiatives can be found in the individual ACC pages at the end of this document. The map below indicates the capacity increases planned for Summer 2013 with respect to the agreed 2008 ACC capacity baseline. Note that these capacity plans were based on the capacity requirement profiles , which were calculated according to the STATFOR February 2008 Medium Term traffic Forecast (MTF). This was considerably higher than the current forecast and consequently some of the plans could be seen as over-ambitious in the light of the current recession and reduced air traffic. The ACC capacity requirements shown on the maps in para. 4.1 reflect the new profiles, updated in March 2009, based on the new, lower, STATFOR MTF. New capacity plans will be developed in Autumn 2009 in response to these ACC capacity requirement profiles, that will be published in the Local Single Sky Implementation Plan (LSSIP, formerly LCIP). 9

20 5. ENROUTE & TERMINAL AIRSPACE CAPACITY ENHANCEMENT Actions at network and local level Network and local capacity enhancement initiatives are based on improved airspace organisation and management, the timely availability of controllers, Air Traffic Flow and Capacity Management (ATFCM) and new or upgraded ATM systems. The capacity benefit enabled by new technologies (P-RNAV, Mode S, data-link, etc.) is increasing, but the exploitation of their full potential is dependent on a sufficiently large number of compliant aircraft. 5.1 DMEAN Capacity enhancement initiatives at network level are integrated into and enabled by the gradual deployment of the Dynamic Management of the European Airspace Network (DMEAN) Framework Programme, which brings together a number of initiatives in flight efficiency, airspace design, collaborative decision-making (CDM), Flexible Use of Airspace (FUA) and ATFCM. When the DMEAN operational concept is fully implemented in regard to airspace utilisation, the overall capacity gains at network level will be around 18-20% over a period of 5 years. 5.2 AIRSPACE STRUCTURE DEVELOPMENT Route network and sectorisation improvements are designed to enable more efficient use of the European airspace network. Local initiatives are discussed and coordinated at network level by the EUROCONTROL Route Network Development Sub Group (RNDSG) of the Airspace & Navigation Team (ANT). Members of this group include ANSPs from the majority of ECAC States, airline user groups, military representatives and ICAO The Airspace Action Plan: A structured approach to enhance European ATM Network Capacity and Efficiency. At its 28th meeting, the EUROCONTROL Provisional Council approved the Airspace Action Plan, which covers the need for an efficient pan-european ATM Network approach and proposes a number of concrete actions to improve network efficiency and capacity through the creation of an efficient ATS Route Network (ARN), combined with flight efficiency scenarios to safely and efficiently accommodate the expected traffic growth. The plan responds to the high level objectives of the Single European Sky and will help to eliminate fragmentation. Some of the included in the Airspace Action Plan are now embedded in the Flight Efficiency Plan (FEP) for a fully coherent approach to improving the airspace structure and usage, and to accommodate, to the greatest extent possible, the needs of all airspace users The Flight Efficiency Plan The significant investment and collaborative actions to increase enroute capacity over the last 15 years (route network development, RVSM, FUA, ATFM) have also improved the efficiency of the enroute network, with the associated fuel savings being directly translatable into environmental benefits. 10

21 Nevertheless, ATM faces increasing pressure from two areas: airspace users continue to press for more direct routes, and the climate change challenge generates public and political pressure for flight efficiency measures. To respond to these challenges and to ensure a continued performance driven planning process, the PC/27 approved a flight efficiency target that requires a reduction in the European average route extension per flight of two kilometres per annum until The Flight Efficiency Plan was drawn up by EUROCONTROL, IATA and CANSO in August 2008, in a joint effort to identify solutions and launch operational actions that will lead to fuel and emissions savings in the short term. Action point 1: Enhance European Airspace Design Action point 2: Improve Airspace Utilisation and Route Network Availability Action point 3: Efficient Terminal Airspace Action point 4: Optimise Airport Operations Action point 5: Improve Performance Awareness Progress To Date The measures foreseen in the FEP have already delivered tangible results. In 2008 the route network design efficiency improved by approximately 6%, with the route extension due to airspace design decreasing from 3.65% to 3.46%. There was also a positive evolution in the use of shorter routes with the flight planning indicator showing an 8% improvement (5.16% to 4.87%). In 2008, as a result of the implementation of an enhanced route network, 10000NM were saved daily. This represents the equivalent of tons of fuel and reduced emissions of tons of CO 2 per year. Approximately 9500NM per day were saved as a result of an improved utilisation of conditional routes, resulting in an improvement of more than 2700NM per day compared to 2007 and in a similar amount of fuel and CO 2 savings per year as the airspace design. During the year 2008, the airspace design was improved in 20 TMAs located in 11 European States. These improvements were based on the Terminal Airspace Improvements Initiative that comprises a comprehensive toolbox of operational improvements. Almost 190 packages of airspace changes coordinated between States/ANSPs and EUROCONTROL are planned for implementation before Summer This further enhancement of the European route network will result in route distance flown savings of 11000NM daily, the equivalent of tons of fuel and reduced emissions of tons of CO 2 per year. The Free Route airspace concept became an operational reality in Spring 2009: from April, Sweden has permitted traffic overflying the Swedish UIR above FL285 North of 61 N to follow a free route flight path, and in May Portugal implemented Free Route Airspace throughout the Lisbon FIR above FL245. In addition, two more States have implemented Free Route-like initiatives, improving the flight efficiency of some of the most penalised city pairs: Italy allows direct routeings through the Italian airspace between UTC and France implemented two direct night routes UTC. Airport CDM activities continue with initiatives planned or underway at 16 airports. However, to meet the agreed targets in this area, a more active participation of airports, ANSPs and 11

22 airspace users is required to ensure that the expected benefits are fully realised. This will be achieved through increased collaboration between the Agency, ACI and IATA on A-CDM deployment. For improved consultation with users, a European Airline Operations Group (EAOG) was created in 2008 to identify European ATM network operational shortcomings and other airline operational requirements related to local and network ATM flight efficiency and capacity performance. The group identifies and works on actions for the improvement of the European ATM network operational performance. Future Expectations Action point 1: Enhance European Airspace Design - ensure the gradual implementation of successive versions of the ARN Versions of the route network. The feasibility of creating an efficient and optimum pan-european ATS Route Network, aligned with major traffic flows and independent of national boundaries, has been demonstrated through the development of the Advanced Airspace Scheme (AAS) route network. The AAS is based on an advanced concept for airspace design and is an evolving roadmap for the European ATS Route Network from which successive ARN versions and annual improvements are derived, in close cooperation with States civil and military authorities, ANSPs and airspace users. The AAS Route Network integrates into one single operational concept, airspace design, advanced ASM/FUA and ATFCM, allowing for the development of a more efficient route network and sectorisation that offers greater flexibility and responsiveness to airspace users. The first phase of the deployment of the AAS route network is the ARN Version 6 that combines medium term and long-term route network elements, where these are considered mature enough. The ARN V6 focusses on the extensive application of the AAS concept and prepares the way for full DMEAN operations such as: application of predetermined scenarios; predefined direct routeings; development of CDRs based on enhanced FUA; cross border sector adaptation; modular sector configuration in relation with route network variation interconnectivity with TMAs. The following diagram describes the development and the deployment process agreed for the ARN V6. 12

23 ARN V6 includes a significant number of proposals to improve both the capacity and flight efficiency of the European airspace structure. Clearly, these proposals need to be implemented without major alteration if full benefits are to be realised. Significant environmental benefits could be achieved through the full implementation of the ARN V6, which has the potential to reduce CO 2 emissions by approximately 120KTons per year. The development of ARN V7 has now officially been launched; this version of the ATS Route Network will fully embrace the AAS Route Network, and includes updates arising from Free Route Airspace and Functional Airspace Block (FAB) development and from other local or sub-regional initiatives. It incorporates elements designed for implementation between 2008 and 2015 and provides the foundation for future airspace concept developments within the context of SESAR. It will be subject to a phased implementation as specific operational, technical or political requirements are in place at local and/or network level. The ARN V7 will include details on: ATS route network developments, re-sectorisation actions, actions aimed at simplifying the usage of the ATS route network, enhanced consistency of CDR applicability, deployment of the night route network and implementation of free-route like projects. The ARN V7 will be derived from the following sources: AAS route network, additional proposals covering a cohesive development of the European ATS route network, solutions developed inside various FAB initiatives, proposals originating at national or sub-regional level, aircraft operators proposals. EUROCONTROL offers operational and technical assistance for airspace development in the context of all the airspace improvement initiatives, including FAB initiatives. By using the SAAM tool and common traffic and airspace data, network inter-connectivity and the delivery of an optimum European ATS route network and adapted sectorisation is ensured. In particular, the solutions emerging from the FAB initiatives will be included in the development of the AAS Route Network, and the agreed outcome will appear in successive ARN Versions. Improve Flight Efficiency for the most penalised city pairs in Europe For the 50 most penalised city pairs, EUROCONTROL has developed a comprehensive catalogue of improvement proposals, together with their operational feasibility assessments. These conceptual proposals have been provided to and discussed with the relevant States and ANSPs. More detailed implementation projects are being further developed either by States or by FAB initiatives and are coordinated by the expert EUROCONTROL groups. 13

24 Route network improvement proposals for the most penalised city pairs are gradually being deployed, with some aiming initially at a limited implementation of an improved night route network. Additional Free Route-like initiatives are being studied in the context of FAB development. Most of the proposals are for direct segments that are offered by ATC on a tactical basis. By making theses available for flight planning even for limited periods, users will be able to reduce the fuel carried. Implementation of Free Route Airspace Several States and Air Navigation Service Providers plan the introduction of free route airspace in the short-medium term. From a European network airspace design perspective, this approach will be encouraged and the required support will be provided to accelerate implementation and to encourage other States to implement similar actions. These actions are already on-going States that will implement similarly focussed initiatives include Ireland, who will establish plannable direct routes FL245+ across the Shannon UIR; Sweden, who will open the existing Free Route airspace to evolving traffic and Ireland/ UK/ Maastricht UAC/ Germany, who will jointly implement North Atlantic Track (NAT) Night Fuel Saving Routes. Similar plans are under consideration in all FAB initiatives. Action point 2: Improve Airspace Utilisation and Route Network Availability Actively support and involve aircraft operators and the computer flight plan service providers in flight plan quality improvements Gradually apply route availability restrictions only where and when required Improving the utilisation of civil/military airspace structures In addition to the reduction of route restrictions during periods of low traffic demand, system support to further improve CDR utilisation is being developed to provide support for notification to Aircraft Operators on a network-wide basis. New operational procedures are being introduced by CFMU to support aircraft operators in selecting the best available flight efficient routings when their preferred choice cannot be flown due to any kind of restrictions on the day. Enhanced ASM procedures are in the process of being developed, and actions are being taken to ensure coherency of description and availability of national and cross-border CDR and to implement new CDRs where required. Action point 3: Efficient Terminal Airspace Identify and implement improved airspace solutions for 10 critical Terminal Airspaces. The airspace structure of approximately 40 TMAs located in 24 European States will be enhanced during 2009 and Integration of Terminal Airspace into the overall network A proactive approach towards the integration of Terminal Airspace into the ATM network will be launched in This will include the collection of data concerning terminal airspace and approach units, clarification of the capacity plans for European Terminal Airspace, identification of bottlenecks and the development of specific proposals to enhance terminal airspace design, improving flight efficiency and capacity, taking advantage of enhanced navigation capabilities and new ATC techniques. All these initiatives will be followed up through bilateral discussions with ANSPs, in a similar process to that of enroute capacity planning. 14

25 Action point 4: Optimise Airport Operations Continuous Descent Approach (CDA) Action Plan A European Joint Industry Continuous Descent Approach (CDA) Action Plan aimed at implementing CDA in accordance with ICAO and EUROCONTROL guidance was officially approved and launched in April The plan will ensure widespread adoption of harmonised CDA, with the overall target being to roll-out CDA at a minimum of 50 ECAC airports by the end of Accelerate the implementation of Airport CDM The deployment of Airport CDM continues to support operational Airport-Network integration, but more involvement is required from all interested parties to ensure a harmonised deployment that responds to the requirements expressed by the airspace users. The target is to commence implementation with 20 additional airports in Note: for details on all airport initiatives, please see Chapter 6 Action point 5: Improve Performance Awareness A web-based training module on flight efficiency has been launched by the CFMU. This is intended for staff involved in Air Traffic Flow Management, as well as ATM in general, in order to increase their awareness on aircraft priorities. It addresses the basics of aerodynamics, aircraft and engine performance, choice of optimum routes and levels, cost index and much more. In addition, a Flight Plan and ATFCM adherence campaign has been launched, aimed at increasing pilot and controller understanding of the consequences of tactical deviations from the filed flight plan and non-adherence to ATFCM slots. Next Steps There has been good progress to implement the actions foreseen in the Flight Efficiency Plan. Nevertheless, more emphasis is needed for: The further development and implementation of dynamic and flexible airspace design solutions to support improved routes between the most penalised 50 city pairs; A more open approach to solutions involving ATS delegation, cross-border areas and shared civil/military use of airspace; A more flexible approach towards airspace utilisation, particularly in respect of the RAD applicability; Prioritisation of the development of ATM system support for improved airspace utilisation; Rapid expansion of free-route-like initiatives; A harmonised and accelerated deployment of A-CDM. 5.3 FLEXIBLE USE OF AIRSPACE The full exploitation of FUA will improve civil-military cooperation and integration at network level. The dynamic provision of relevant ATM information will allow better utilisation of resources, through flexible and dynamic sector configuration management and the flexible rostering of controllers. 15

26 5.4 ATFCM The CFMU continues to develop Air Traffic Flow & Capacity Management (ATFCM), working with ANSPs and aircraft operators to achieve a better utilisation of ATM capacity and a better integration of ATFCM and ASM processes. Major airspace changes, the implementation of new ATM systems and other special events are coordinated at European level through extensive preplanning and coordination process carried out between the key players, under CFMU coordination. The DMEAN Framework Programme and the ATFCM Evolution Plan have the potential to address the key issues of planning, designing and managing the European ATM network in an integrated approach and to deliver immediate benefits. However, these benefits will be significantly reduced unless sufficient controllers are available to open optimum sector configuration. 5.5 MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS The Agency works closely with States, ANSPs and aircraft operators for the enhancement of European ATM network capacity, through improved capacity planning processes and tools. This is an ongoing process, requiring full commitment from all stakeholders and the implementation of truly collaborative decision-making processes in the DMEAN spirit. The Agency produces capacity requirement profiles for each ACC and provides support to ANSPs to work them into the local capacity plans (LCIP/LSSIP). These are consolidated annually into this Medium-Term European Capacity Plan Assessment in a dynamic, interactive and entirely collaborative process. The Capacity Planning Task Force, comprising capacity managers, planners and user groups, discusses key improvements to the medium-term capacity planning process and tools and agrees the work programme for the coming year. The development plan for the set of capacity planning tools is discussed, prioritised and agreed with ANSPs and airline associations and follows their expressed requirements. The Agency widely distributes the common network capacity planning and airspace design tools and data, and provides support and training to ANSPs. Through these actions a collaborative and interactive capacity and airspace planning process has evolved. The capacity requirements for the period were derived within this cooperative and transparent process. The Agency provides detailed information concerning various scenarios for future traffic demand, traffic distribution on the current and future route network, route choices of aircraft operators, expected demand at sector group and ACC level, optimum sector configurations, cost data, optimum delay information, airport demand, constraints etc. ANSPs are provided with planning tools and databases (traffic samples, traffic forecasts, current and planned airspace structure) to enable a more detailed local analysis of the future capacity expectations and of the possible solutions to further increase ACC capacity. ANSPs are expected to make full use of these tools to evaluate the potential for future capacity and flight efficiency improvements, the need for more fundamental capacity enhancement solutions, through to the development and implementation of well-based local capacity plans. Through the Demand Data Repository (DDR), being developed in the context of DMEAN, the Agency will ensure a more dynamic and systematic provision of data for the capacity planning and airspace design tools. To fully realise the benefits of an integrated approach between airspace design, ASM/FUA and 16

27 ATFCM, a more flexible approach to flight planning from the users is needed. EUROCONTROL has initiated work to enable more flexibility in flight planning, and some users have initiated improvements to their systems to allow this, but still more responsiveness is required from all airspace users. Process and system improvements are required in the areas of flight planning and airspace status notification. The following tools are widely used in the Airspace Design and Capacity Planning process NEVAC SAAM One of the key capacity planning tools is NEVAC (Network Estimation & Visualisation of ACC Capacity), version 2.2 of which is now available. New features include: o NEVAC/SAAM interoperability o Geographical and statistical analysis of delay distribution in time and space; o Demand volatility and fluctuation for ACCs, sectors and traffic volumes; o Analysis of network effects in terms of protection and penalisation; o Visualisation of future traffic with the possibility to change STATFOR scenarios or specific growth parameters; o Detailed analysis of local traffic increases and prediction of future hotspots; o Improved Configuration Optimiser (ICO). Airspace design is continually being improved through the development and utilisation of the powerful SAAM (System for Traffic Assignment and Analysis at Macroscopic Level) tool, which enables a quick and reliable assessment of various airspace structure proposals and the development of optimised solutions for airspace design and utilisation, with respect to both capacity and flight efficiency CAPAN ANSPs in Croatia, Cyprus, Estonia, Germany, Ireland, Maastricht UAC, Poland, Slovenia, Switzerland and Ukraine have requested the Agency to assess their sector capacities with a CAPAN (Capacity Analyser) analysis. This uses the EUROCONTROL Airspace Model as the simulation engine to determine the workload of simulated controller positions for a given traffic sample. The capacity of the sector is deemed to be reached when the workload on any of the simulated working positions (generally the radar controller or the planning controller position) reaches a predetermined threshold. As a result, some ACCs will increase their sector capacities. 5.6 TRAFFIC FORECASTING The EUROCONTROL Statistics and Forecasting (STATFOR) unit provides short, medium and long term traffic forecasts at State level. The STATFOR service of statistics and forecasts is discussed and reviewed by the STATFOR User Group, a body of European forecasting and statistics experts that meets regularly and organises ad hoc workshops. 17

28 In 2009, following the request of those that use the forecast for planning purposes, the first network-based short-term forecast was published; this is the biggest change since the Short Term Forecast (STF) was introduced 5 years ago. In addition, there will be a refresh of the Medium Term Forecast (MTF) in exceptional years, when traffic diverges significantly from the forecast, as we have seen in 2008/9. The highlights of the new forecasting method are: The STF is now network-based, i.e. it forecasts zone-to-zone traffic flows for some 8000 zone-pairs rather than forecasting each State independently as before. The February STF is aligned with the annual MTF at this zone-to-zone level of detail. This alignment means that increasingly in the later months of the STF, economic factors influence the growth forecast. The STF incorporates future schedule data (in this case, the schedules published in February). The STF is baselined on the CFMU traffic counts, like the MTF, rather than the Central Route Charges Office (CRCO) counts as before. The STF is now constrained by airport capacities (though the effect at the moment is negligible). The STF looks 2 years ahead. It will continue to be produced 4 times a year. The MTF looks 7 years ahead. It is produced once a year in February and combines flight statistics with economic growth and models of important drivers in the industry such as costs, airport capacity, passengers, load factors, aircraft size etc. High, baseline and low growth scenarios are presented. The MTF will be refreshed in September whenever traffic has diverged exceptionally from the forecast. This will be done through a rerun of the MTF, without changing the input data, but aligning the traffic counts with the September STF. A short report on the MTF update will be published and data provided to the capacity planning process. An MTF refresh will generate a refresh of the capacity requirement profiles. Due to network effects, the entire profiles will be reworked, and not just those for individual States which show a divergence from the forecast. The new profiles will be distributed to all ANSPs. The capacity profiles will no longer be published in the ESSIP (European Single Sky Implementation Plan), but individual profiles will be published in the LSSIP and used for local capacity planning. Interactive capacity planning sessions, and coordination with the ANSPs for the capacity chapter of the LSSIP will be delayed by a month (capacity chapters for the LSSIP ready by end January). As before, a new version of the Medium-Term Forecast will be published annually each February. Long-term forecasts are published every two years and look at a range of distinct scenarios of how the air traffic industry might look in 20 years time. This allows a range of what if? questions to be explored, for factors inside the industry (e.g. the growth of very light jets, or of point-to-point traffic) or outside (e.g. the price of oil, environmental constraints). Often a switch to bottom-up forecasting can bring a reduction in accuracy, but it has been possible to match the performance of the old system and in some cases improve on it. 18

29 Additional improvements are being evaluated; e.g. the method is designed to allow airport slot information to be included at some stage, if this could improve the quality. The EUROCONTROL Capacity Enhancement function uses the STATFOR medium term traffic forecast to derive a range of forecasts at ACC level, on which the medium term capacity requirement profiles determined each year are based Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar 2008 Full Year Data Available Prepare Medium Term Forecast Short Term Forecast Cycle Refresh Medium Term Forecast Prepare Medium Term Forecast Prepare Capacity Profiles Decide to Refresh Refresh Capacity Profiles Distribute Capacity Profiles Interactive Capacity Planning sessions LSSIP capacity chapters Peak Summer Traffic ESSIP Preparation and Approval by States LSSIP Preparation & Approval Figure 1. Refresh of MTF and Capacity Requirement Profiles The advantages of the new forecasting method are: The accuracy of the capacity planning process will improve, with consistent and up-to-date data. The accuracy of performance forecasting will improve, based on the latest traffic evolution. The confusion over which forecast to use for medium-term or short-term planning will be eliminated. The capacity requirement profiles will take into account traffic developments during the early months of the Summer (to end August). The capacity requirement profiles will take into account the Summer capacity performance of each ACC, by linking to the most recently assessed ACC capacity baseline. The capacity profiles for the following Summer will be based on similar forecasts to those used to set the unit rate. More information on STATFOR can be found by following the link below: Much work is performed by the Agency to provide a range of demand forecasts to ANSPs. Nevertheless, there is still insufficient input from aircraft operators and from other sources of information. Through DMEAN, tools and support processes are being defined to improve the quality of data and to ensure regular updates. 5.7 Pan-European Capacity Enhancement Programmes The Agency continues to work in close co-operation with States, ANSPs and aircraft operators to progressively enhance and optimise the use of the available European ATM capacity in a cost-effective manner. This work covers both ATM and CNS infrastructure and will enable the transition towards more advanced network-wide infrastructure and operating concepts. Various initiatives, activities and programmes cover this area: Link 2000, Mode S, CASCADE, FASTI, 8.33 khz, P-RNAV, eaip, CHAIN, EAD, TMA2010, etc. The following diagram indicates the deployment roadmap of the main European ATM technological programmes. 19

30 ND Technology Deployment Navigation Infrastructure VOR/NDB guidance GNSS on board APV all airports A-RNP All ATSUs 5 ACCs 20 ACCs ELS-EHS extension ELS-EHS extension Below FL khz Forward-fit 8.33 khz Retro-fit ADS-B Forward-fit ADS-B Retro-fit CPDLC Forward-fit ACCs equipped CPDLC Retro-fit 20 Airports 10 Airports 30 Airports + 5 ACCs Initial Ops In EAD LINK 2000 Programme etod Full Deployment Full Ops In EAD The LINK Programme packages a first set of En-route Controller Pilot Datalink Communication (CPDLC) services into a beneficial and affordable set for implementation. LINK implements 3 basic services that automate the routine tasks that take up to 50% of Controllers time today, ATC Communications Management, ATC Clearances and ATC Microphone Check. ANSPs will need to update their flight data processing systems (FDPS) and HMI systems. Communications Services providers e.g. ARINC and SITA need to deploy the ATN/VDL Mode 2 air-ground datalink. Airspace Users need to equip with pilot HMI, CPDLC Avionics and VDL Mode 2. The milestones for the LINK Programme are defined in the Datalink Services Implementing Rule i.e. COMMISSION REGULATION (EC) No 29/2009 published on Jan 16th. These are summarised in the figure below. Aircraft Forward Fit New aircraft conform ANSPs LINK/Core Region Aircraft Retrofit Fit ANSPs Whole of EU 1 st Jan th Feb th Feb

31 The regulatory requirements are expressed in COMMISSION REGULATION (EC) No 29/2009 published on 16 January The supporting material for the LINK Programme is contained in: the Justification Material for the Draft Implementing Rule On Data Link Services Edition 2 dated 19 October 2007; the EUROCONTROL SPECIFICATION on Data Link Services V January 2009; Various Guidance Documents for implementers, Aircrew and Controllers. Further information is available on the LINK Website khz below FL195 The 8.33 KHz above FL195 programme is complete. The expansion below FL195 is now required. The implementation plan will be phased to target busy airspace first finally ending with 8.33KHz as the communications means in all airspace. Some proposals for Implementation Milestones are being discussed as shown in the figure below but the consultation on the Regulatory Approach will assess their feasibility prior to any firm decisions being taken. Aircraft FF Ground FF ANSPs Phase 1 Region Aircraft > FL120 Retro Fit All New Radios conform All Aircraft Retrofit Fit RA Potential Options: Option 1: Forward Fit only Option 2: Option 1 + Phase 1 + Retrofit>FL120 Option 3: Option 2 + Phase 2 + All Retrofit ANSPs Phase 2 Whole of EU ASAP 2014? Mid 2017? To Be Discussed Before Drafting the Rule Update The Commission Regulation (EC) No 1265/2007 of 26 October 2007 addresses the 8.33 khz implementation above FL195. This regulation will be updated to address the implementation below FL195. The following calendar is envisaged: Dec 2009 Regulatory Approach published Q1/Q Regulatory Approach Consultation Q A-VCS Implementing Rule update The Business Case for the implementation of 8.33 khz below FL195 (version 0.6) the and Safety Assessment Report (version 1.3) were sent to SCG members on 7 January Both documents are being updated in accordance with the SCG comments received Aeronautical Information Management Projects A global strategy/roadmap for the transition from Aeronautical Information Services (AIS) to Aeronautical Information Management (AIM) is prepared. This covers short, medium and long term developments. System Wide Information Management (SWIM) is a foundation for SESAR. 21

32 In the short term work focuses on: Increased Data Quality through the SES ADQ Implementing Rule, strengthening the ICAO Annex 15 requirements. Terrain and Obstacle Data Requirements (TOD) with survey data to be compliant and held in electronic format (etod) Digital NOTAM implementation Phase 1 - Computer based NOTAM preparation, distribution and AIM5.1 implementation are needed. Implementation Milestones are described in the figure below: Digital AIM etod DMEAN ADR Support Guidance material Tools ICAO Anx 15 Amdt 36 ADQ IR ICAO Anx 15 Amdt 37 - AIXM 5.1 published - AIXM 5.1 export - Digital NOTAM - Digital NOTAM by ECTRL & FAA from EAD Increment 1 Increment 2 - Digital SNOWTAM - eaip 1.x released Operational in EAD operational in EAD trials - Area 2 conclusion - Guidance material Development - Training, Support to States & Helpdesk - Area 2 operational - Project close-out - Electronic AirSpace Mngt msg operational - ICAO publication of - European AISAIM - AISAIM guidance - AISAIM support - AIM impl AISAIM Roadmap Roadmap dev - Competency update completed -SWIM Course - GNSS NOTAM - Charting harm. - ADQ Helpdesk Guidelines - ADQ Support - DQTS support - ICARD handed terminated over to ICAO - Skyview integrated into NOP Data quality monitoring: AMMON & AIS AGORA Relevant Regulations: ICAO Annex 15 Amendments ( , ) + ADQ IR (2012) Relevant regulations are: ICAO Annex 15 Amendments ( , ), the ADQ Implementing Rule (pending SSC Approval), Community Specifications (Data Origination, AIXM v5, eaip, Data Quality Requirements (DQRs) and Data Assurance Levels (DALs). In addition to the regulatory material the following supporting material is foreseen: Provision of Means of Compliance Support to Implementation of Provisions Support to National Supervisory Authorities (NSAs) Support for Overall Monitoring Mode S Programme The principal objective of the Mode S Programme is to implement Mode S SSR surveillance technology. The Mode S Programme will implement Elementary Surveillance (ELS) and Enhanced Surveillance (EHS) in dense, complex and congested core European airspace. The Programme provides the participating States and ANSPs with a validated technological, operational and legislative environment for deployment of Mode S surveillance technology. Mode S ELS provides increased target handling capacity, better quality surveillance data (no garbling), reduces RF congestion, and through downlinked aircraft identity (ACID) will contribute to the alleviation of the Mode A code shortage problem. Mode S Enhanced Surveillance (EHS) provides a set of 8 Downlink Aircraft Parameters (DAPs) to support surveillance applications. 22

33 The following Implementation Milestones are envisaged: Mode S ELS: nominated city pairs operations extended to ANS CZ, ENAV, Luxembourg Airport Authority 2012: central contiguous using Aircraft Identification to be defined by ANSB Mode S EHS: 2005 UK operations 2009 Add Hungarocontrol, MUAC : Gradual expansion of EHS parameter exploitation Airspace legislation requires Mode S ELS transponder carriage and operation for certain categories of aircraft flying in France, Germany, Luxembourg, Netherlands, Switzerland. Airspace legislation requires Mode S EHS transponder carriage and operation for certain categories of aircraft flying in Belgium, France, Germany, Netherlands, United Kingdom. The SPI IR will require Mode S ELS and EHS carriage requirement for certain categories of aircraft flying in EU European airspace. The draft provisions are requiring forward fit by 2012 and retrofit by The main reference material to be consulted is: Mode S ELS: EASA AMC (supersedes JAA TGL13 Revision1); Mode S EHS: EASA AMC CASCADE The objective of the CASCADE Programme is to increase ATM efficiency reduce ATM delays, and increase safety through the deployment of ADS-B surveillance technology and the associated ADS-B Out and ADS-B In ATM applications. The main operational benefits will be obtained from the provision of enhanced situational awareness to controllers and pilots, the introduction of advanced automation and some re-distribution of the ATS tasks between controllers and flight crew. CASCADE will deliver the generic Preliminary Safety Case and the generic Business Case in preparation for implementation, inputs to international standardisation, pre-operational systems, validation tools, as well as implementation support, including regulatory material. An important element of the CASCADE approach is a trials campaign based on the local operational needs of the stakeholders in order to validate and accelerate deployments. Cascade is planned to terminate in The following Implementation Milestones are envisaged: Ground Applications 2007 ADS-B NRA 2009 ADS-B RAD 2010 ADS-B APT Airborne Applications 2008 ATSA ITP 23

34 2008 ATSA-VSA 2009 ATSA AIRB 2010 ATSA-SURF 2010 ATSA- S&M (IM) The SPI IR will require carriage of ADS-B Out for certain categories of aircraft flying in all EU European airspace. The draft provisions are indicating forward fit by 2012 and retrofit by The main reference material to be consulted is: ED-126 /DO 303 AMC ED 161 / DO *** ED-159 / DO-312 ED-160 / DO-134 Preliminary Safety Case ADS-B NRA CRISTAL Trials Reports Business Case report and web-based CBA tool ESSIP: SUR 05 ADS-B NRA All reference material is available on FASTI FASTI is coordinating the implementation of controller support tools in a harmonized way across 37 European states before The progamme scope comprises conflict detection, monitoring aids (MONA) and system supported coordination (SYSCO) tools. The deployment of FASTI is an integral part of SESAR IP1 and the ATM Master Plan, forming part of the baseline for the SESAR concept. A FASTI Operational Concept has been produced in 2005 from input from stakeholders at the FASTI Operational Focus Group and Programme Steering Group (PSG). The Concept promotes harmonised implementation of support tools and controller working methods, seemless operational processes/procedures and system services covering tactical and planning tasks at sector, group-sector level and single person operation. The Concept is seen as highly relevant to FAB implementation and initial operations with impact on FDP systems,hmi and OLDI/SYSCO. The following Implementation Milestones are envisaged: Phase 1 End FASTI completed FASTI ready for implementation 31/12/08 Phase 2 End Implementation and Support Plan agreed 31/12/09 Phase 3 Starts Wide scale deployment starts 1/1/10 5 ACCs FASTI capable 31/12/11 20 ACCs FASTI capable 31/12/13 The main drivers for implementation are the ESSIP/LSSIP Objectives (e.g. ATC12 Conflict Detection and Conformance Monitoring, ATC3.1 Coordination and Transfer). A new ESSIP object is under development Implement enhanced procedures for inter and intra centre coordination and transfer. The use of OLDI 4.1 SES Community Specification forms the basis of SYSCO implementation. 24

35 The main reference material to be consulted is: FASTI Operational Concept version 2.0 FASTI ATC Manual FASTI Specifications and Guidance Material for implementation of MTCD, Trajectory Prediction and Monitoring Aids Safety Nets This initiative addresses the deployment of STCA, MSAW, APM, APW and RA Downlink. The following Implementation Milestones are envisaged: Implementation and Support Plan agreed 31/12/09 SNET at all ATSUs 31/12/13 Currently the main drivers for implementation are the ESSIP/LSSIP Objectives ATC 2.2, ATC 2.5, ATC 2.6 and ATC2.7. However due to a lag in deployment a proposal for a SES IR is under consideration for STCA. The main reference material to be consulted is: EUROCONTROL Specifications STCA MSAW APM APW (under ENPRM Process) EUROCONTROL Guidance Material STCA MSAW APW APM May 2009 SNET Awareness Package May Technical Support for TMAs TMA Support covers the deployment of Basic Arrival Manager (AMAN) and AMAN in En route. Scoping of this short term work is ongoing, with an emphasis on implementation planning and support. Guidance material required for implementation will complement existing documents i.e. AMAN Operational Requirements Document (to be updated) and the AMAN in En-route Concept of Operation. Point Merge is a new way to merge arrival flows that is based on specific precision area navigation (P-RNAV) route structure and which enables continuous descent approaches [CDAs], even in high-traffic loads. It is currently being considered for implementation at several sites where Basic AMAN is either installed or is being planned. The co-existence of Point Merge and Basic AMAN serving the same airport is also part of the scope of the TMA system support project. There are a number of pioneer examples of Basic AMAN implementation, largely airport specific. AMAN in En-route is the distribution of delay upstream to adjacent ACCs permitting an AMAN horizon to be extended up to more than 150nm. A limited number of implementations exist from which experience and lessons learnt can be captured for the benefit of the wider ATM community now considering implementation before The following Implementation Milestones are envisaged: Implementation and Support Plan agreed 31/12/09 Wide scale deployment starts 1/1/10 10 ACCs Basic AMAN capable 31//1/10 20 Airports and 5 ACCs 31/12/13 25

36 The main drivers for implementation are the ESSIP/LSSIP Objectives eg ATC7.1 AMAN. A new ESSIP object is currently under development. The main reference material to be consulted is: AMAN Information Extension to En-route Sectors- Concept of Operations April 2009 EATCHIP AMAN ORD Edition ACC CAPACITY ENHANCEMENT MEASURES This section summarises the initiatives undertaken by ACCs to improve capacity within the current planning cycle. The capacity plans for individual ACCs can be found in the ACC Annex 1 : ACC TRAFFIC & CAPACITY Increased sector throughput and the use of optimum configurations The Italian ACCs and Lisbon ACC will tactically revise their sector loads. Zagreb ACC plans to increase declared sector capacities / monitoring values. Several ACCs plan to improve their sector configuration management: Bratislava ACC, Brussels ACC, Copenhagen ACC, the Italian ACCs, Lisbon ACC, Ljubljana ACC, Maastricht UAC, Prague ACC, Skopje ACC, the Spanish ACCs, the Swiss ACCs, Tallinn ACC, Vienna ACC, the UK ACCs and Zagreb ACC Effective resource utilisation Several ACCs will continue to operate with staffing constraints throughout the period. Nevertheless, the achievement of a better performance is planned through more effective resource utilisation. Dynamic and flexible sectorisation and configuration management, adaptation of sector opening times and improved flexibility in staff rostering remain key measures for better adaptation of the available capacity to the demand, leading to effective and sustainable reduction of ATFM delays. Improved availability of controllers, either through recruitment or flexible rostering, is planned at Belgrade ACC, Bratislava ACC, Budapest ACC/APP, Copenhagen ACC, the Greek ACCs, Lisbon ACC, Ljubljana ACC, Maastricht UAC, Nicosia ACC/APP, the Norwegian ACCs, Prague ACC, Rome ACC, Skopje ACC, the Spanish ACCs, the Swedish ACCs, the Swiss ACCs, Tallinn ACC, Tirana ACC, the Turkish ACCs, Vienna ACC/APP, Warsaw ACC and Zagreb ACC New ATM systems and ATM system upgrades Several States plan new ATM systems, system upgrades and/or implementation of additional technical functionalities that will generate increased capacity during the planning period: Albania: new ATM system and facilities Austria: multi-sector planning, MTCD, stripless display, new COOPANS ATM system Azerbaijan: new ATM systems in Baku, Ganja and Nakhchivan Belgium: implementation of new ATM system Croatia: automated links between enroute and TWR/APP Cyprus: new ATM system Czech Republic improved system functionalities Denmark constant upgrade of ATM system EUROCONTROL Maastricht UAC: full exploitation of new FDPS and Traffic Management 26

37 System FYROM: ATM system upgrade Germany: implementation of new ATM system (P1/VAFORIT) system at Karlsruhe UAC and P1/ATCAS system upgrade at other German ACCs Greek ACCs: MTCD and FDPS upgrade Irish ACCs: ATM system upgrade Hungary: new ATM system software and introduction of multi-sector planning Latvia: additional system functionalities Poland: new ATM system Serbia: new ATM system FAMUS Slovak Republic: new ATM system Slovenia: new ATC ops room Spanish ACCs: ATM system upgrade Swedish ACCs: new ATM system COOPANS Swiss ACCs: implementation of stripless ATM system Turkey: implementation of SMART ATM system combined with complete reorganisation of airspace UK: Implementation of ifacts ATM system at London ACC; merge of Scottish and Manchester ACCs into new Prestwick ACC The map below shows major system changes planned during the period, that are likely to result in a short term temporary reduction in capacity. These system changes pose a significant challenge to the smooth operation of ATM in Europe. A high level of cooperation and preparation at ATM network level will be essential, starting with the medium term planning phase through to tactical operations. A fully integrated planning, through all phases, will need to be in place to ensure that operational performance is maintained at acceptable levels. 27

38 The EUROCONTROL Agency provides support to ANSPs involved in the implementation of new ATM systems in terms of coordination, technical expertise, airspace & capacity planning, prior simulation and capacity management during the transition period, but full involvement and cooperation will be required from all ATM partners Mode S and data link Implementation of Mode S stations is planned as follows: Austria implementation of Mode S France gradual upgrade of existing stations to Mode S for elementary and eventually enhanced surveillance Germany gradual upgrade of existing stations to Mode S Italy gradual improvement of Mode S infrastructure for elementary and eventually enhanced surveillance Netherlands full implementation for elementary surveillance Switzerland Mode S elementary surveillance UK gradual deployment of Mode S stations for elementary and eventually enhanced surveillance Implementation of air/ground data link is planned as follows: Austria gradual deployment for TWR, APP and ACC All French ACCs gradual implementation for TWR and enroute Germany gradual implementation for TWR and enroute Ireland gradual implementation for TWR and enroute Italy gradual implementation for TWR and enroute Portugal implementation of data link for non time-critical messages Spain gradual implementation for TWR and enroute Switzerland gradual implementation for TWR and enroute UK implementation opportunities being explored Maastricht UAC progressive use of air-ground data link (since 2003), capacity benefits dependent on aircraft equipage rates Other Local Capacity Enhancement Measures Additional capacity benefits will result from improvements to Letters of Agreement (LoA) between ATC units, more effective civil/military cooperation processes, capacity management processes, etc. 28

39 6. AIRPORTS The full integration of airports into the European capacity planning process is essential for planning the development of the European air traffic system. Improved availability and accuracy of information on airport capacity as well as local airport plans ensures the timely development of airspace capacity enhancement measures, providing maximum benefit to the European ATM network as a whole. In order to sustain growth an airport must engage in airside capacity planning to meet future demand. Airports are being integrated into the European capacity planning process, with the primary objective being to provide a method to identify and target the constraints that limit current and/or future ATM network capacity. Key stakeholders from all areas of an airport must be involved, including airlines, ATS providers, airport operations, etc. This section aims at providing information on European airports that is relevant to the Medium Term ATM Capacity Planning Process by reporting all available and public information on: Current and forecast traffic demand Information on capacity constraints Information on all areas associated with the development of an airport This information supports the early identification of issues that affect capacity (either positive or negative), and the need for improvements. This section also includes an information page for each of the 25 airports identified as having a potential effect upon the network in terms of ATFCM delay. The initiatives currently being explored by EUROCONTROL aim to improve airport and network capacity and to increase the operational efficiency of airports Airport Activities in support of the DMEAN Framework Programme A prime objective of the DMEAN programme is to reduce delays at network level. A reduction of airport delay should not be considered in isolation nor disassociated from airside capacity and efficiency issues in general, and in particular from the runway capacity declaration process which is a critical element. Identifying and utilising sufficient airside capacity as well as having efficient airport operations are key determinants in the airport delay reduction process. However, before the full benefits of enhancing capacity or operational efficiency can be realised, there needs to be a full analysis of the real reasons for airport ATM related delays. The following sections provide details on the Airport Unit activities in support of DMEAN. Four major activities are currently underway: Analysis and Delay Reduction activities Airside Capacity Enhancement (ACE) activities Airport Collaborative Decision Making (A-CDM) activities Contribution to Network Operations Plan (NOP) DMEAN Implementation Targets The table below indicates the DMEAN improvement areas airport actions, the 2011 revised deployment targets and the progress to date. 29

40 DMEAN Improvement Area Improve Airport Capacity for Airports Critical to Network Operations Airport Integration into the Network Measure Number of constraining airports providing capacity data (forecasts through NOP) plus significant changes on the day (CFMU) Number of constraining airports which have developed an Action Plan arising from Delay Analysis Number of constraining airports which have implemented or are implementing ACE Action Plan Number of constraining airports where A- CDM has commenced Number of constraining airports which have implemented A-CDM locally Number of constraining airports providing DPI messages Target (2011) Status 40 Forecasts through NOP: 28 airports (70%) (27%) (40%) (62%) 20 3 (15%) 16 1 (5%) These targets are only achievable with agreement and commitment between the key local airport partners. In order to secure the achievement of these implementation targets and provide a baseline for the SESAR Programme, the following joint action plans have / are being established: ACI EUROPE/ EUROCONTROL Memorandum of Understanding Flight Efficiency Plan AENA / EUROCONTROL Joint Action Plan DFS Action Plan Airport Unit / CFMU Action Plan IATA / EUROCONTROL Joint Action Plan All these action plans, produced in a close coordination with airport partners, aim at accelerating the implementation of best practices and thereby enhancing capacity and efficiency at airports which, in turn, will have a positive effect upon the network. For details on these plans, refer to section Target Airports Prime attention is given to 40 airports which have been identified as contributing to 90,8% of the total ATFM delays in Europe, being a constraint for the European network and causing significant reactionary delays. The table below provides the list of these top 40 airports as well as the status of all EUROCONTROL activities performed in support to the DMEAN Framework Programme. In the context of the joint action plans established with EUROCONTROL the process of defining which airports deserve priority will be continuously assessed in coordination with ACI EUROPE and IATA. 30

41 Country Airport Delay Analysis ACE A-CDM Austria Vienna (ongoing) (ongoing) (ongoing) Belgium Brussels (complete) Czech Republic Prague (complete) (complete) (ongoing) Hungary Budapest (final report) (final report) (on hold) Denmark France Copenhagen Cannes Paris CDG (ongoing) Paris Le Bourget Paris Orly Germany Dusseldorf (ongoing) Frankfurt (ongoing) (ongoing) local CDM elements implemented. DPI trials to commence Q3/2009 Munich (ongoing) (completed) Greece Athens (ongoing) Iraklion (ongoing) (ongoing) (ongoing) Kos Rhodes Thessaloniki Ireland Dublin (ongoing) Italy Florence Milan Linate Milan Malpensa (delayed) (delayed) (ongoing) Rome Fiumicino (ongoing) (ongoing) (ongoing) Venice Verona Villafranca Netherlands Amsterdam Schiphol (ongoing) Poland Warsaw (ongoing) (ongoing) (ongoing) Portugal Lisbon (complete) (ongoing) Spain Valencia (ongoing) Barcelona (ongoing) Ibiza Madrid Barajas Madrid Torrejon Palma (Mallorca) (ongoing) Switzerland Geneva (ongoing) (ongoing) Zurich (delayed) (delayed) (ongoing) Turkey Antalya (ongoing) (ongoing) (ongoing) 31

42 Country Airport Delay Analysis ACE A-CDM UK Istanbul (ongoing) (ongoing) (ongoing) London City London Gatwick (ongoing) London Heathrow (ongoing) For more details on planned and/or on-going Airport Unit activities at the above airports, refer to Annex 2 : AIRPORTS Analysis and Delay Reduction Activities EUROCONTROL is currently performing actions to analyse delays at 40 European airports where capacity constraints have an effect upon the network Study on the Real Reasons for Airport ATM related Delays As part of DMEAN, the ACE project has a mandate to review delays at the most constraining airports. The initial categorisation is based upon ATFCM delays that were addressed by the study. The work started with 25 airports, and later expanded to 40 airports. Work to date has focussed detailed analysis of CFMU data combined with delay analysis workshops at a number of airports. The final results became available end of 2008 and were presented at the Airport Operations Team 24 th Meeting in November 2008 (AOT24), which triggered the endorsement of the ACE project to launch a Delay Reduction Task Force Creation of the Delay Reduction Task Force The Airport Delay Reduction Task Force was created following an initial study by the Airports Unit / ACE project to investigate the real reasons for airport delay. A summary of this study was presented to the AOT24. The study identified that analysing the real reasons for delay is a very complex area of work and requires active involvement of many stakeholders, including airlines, ANSPs, airport authorities, slot coordinators and different EUROCONTROL services (e.g. CFMU, ecoda). Future work on delay analysis and development of best practices calls for launching an Airport Delay Reduction Task Force. AOT24 endorsed the creation of an Airport Delay Reduction Task Force with the following objectives: To identify and analyse the real reasons for delays at airports based upon previous work and input from Task Force members. To collect best practices in mitigating delays at airports. To develop structured guidelines to avoid delays at airports. In undertaking and reporting the results from the analysis, confidentiality will be ensured. Airports will be de-identified and results will be presented in a general context. The objective is to identify issues and proven best practices for solving these issues, and it is not the intention to point blame or criticise specific airports. 32

43 Delay Monitoring Process To ensure proper support to stakeholders, EUROCONTROL is establishing a dynamic demand/capacity versus delay monitoring process, to track operational performance of individual airports and to identify issues at an early stage, analysing airport delays from a shortand medium-term perspective; notably: Short term activities Causes of non-optimum airport throughput are identified by means of specially prepared Central Flow Management Unit (CFMU) airport delay reports, which are reviewed on a monthly basis in order to identify short term issues that result in high ATFCM delays. EUROCONTROL routinely supply forecasts on targeted airports. By reviewing the short term forecasts, any developing trends at the concerned airports are identified at an early stage to enable remedial actions. Medium term activities The ACE project team systematically examines and follows up capacity issues at individual airports via local visits and taking into account the information available at different sources such as ACI, electronic Central Office for Delay Analysis (ecoda), CFMU and PRU. To facilitate this activity a standard template has been developed jointly by the ACE Project team and the Performance Review Unit (PRU) containing information on individual airports. The objective is to combine airport information from different sources and to provide an annual synopsis of individual airports Analysis and Delay Reduction at individual airports Airports identified as having a potential effect upon the network are approached on an individual basis by the ACE project. Airports can also ask for EUROCONTROL assistance according to their specific needs. This activity is conducted in close collaboration with local stakeholders. This activity considers the available data coming from the delay monitoring process, but a more in-depth analysis of local circumstances is performed. The following is considered: Historical evaluation of delays; Actual reason(s) for delays; What is meant by ATC/Aerodrome delays; Who is involved in the capacity declaration process and is there a buy-in from all the stakeholders (the capacity declaration should reflect ATC/Aerodrome limits); What are the reasons for additional traffic over and above the capacity declaration; How is extra traffic such as General Aviation accommodated; How many off-slot operations are experienced and how these are dealt with; Is there an (efficient) slot monitoring committee. ACE supports individual airports in analysing their local reasons for delays by applying the following steps: Analysis of available data coming from the recurrent delay monitoring process to track operational performance Analysis and identification of local reasons for delays Assistance in developing a local action plan for delay reduction Facilitate and monitor implementation of the local Action Plan and best practices Follow-up results and provide feedback 33

44 Current status: The DMEAN Framework Programme has initially focused its activities on the 25 airports identified as having a potential effect upon the network in terms of ATFCM delay. The delay analysis process for a number of these airports has been initiated and a high-level timetable for further actions has been proposed Capacity Declaration Process Analysis Airport delays should not be considered in isolation. Capacity at a number of airports is limited and action is required to ensure that capacity is not superseded by demand at a particular moment on the day of operations. The experience gained at numerous airports indicates that regulations and delays are a daily reality, even in normal weather conditions. If we accept a commonly supported capacity declaration process, based upon accurate capacity assessment along with an efficient slot monitoring process, slot regulations should rarely be needed. Maximum airside capacity is not solely reliant on runway capacity. Aprons and taxiways must be capable of maintaining sufficient traffic throughput to match the runway capacity. Terminal area capacity, both arrivals and departures, terminal building, ATC staff levels and equipment should not be neglected during the capacity declaration process. This activity aims to promote the capacity declaration process amongst airport stakeholders, based on an accurate capacity assessment and an efficient slot monitoring process. Current status Generic guidelines are under development and will become available by Autumn 2009 as part of the work of the Delay Reduction Task Force on Generic guidelines for identifying real reasons for delays and recommendations for delay reduction Demand / Capacity Analysis This activity consists in identifying the airports that are expected to adversely affect the network on the next 5 years. The analysis is performed on a rolling 5 year basis. The ratio of demand and capacity provides insight into the potential for delays at an airport. As well as the demand/capacity ratio for current traffic levels, medium term annual demand forecast data using airport specific high, base and low forecasts from STATFOR for each of the selected airports are considered in this activity. Although most of the 25 most constraining airports are coordinated airports (and therefore declare their capacity on a seasonal basis), annual airside capacity is sometimes difficult to obtain. Some airports publish detailed analysis on demand and capacity, taking into account hourly and seasonal variations, while others only publish an overall declared hourly capacity. There is a need to identify and define available best practices to determine annual declared capacity. The demand/capacity ratio will be computed on a yearly basis for the 3 different traffic growth scenarios and presented graphically in order to visualise the trend and anticipate any lack of capacity in the medium term. Current status: Under development and will be completed in

45 6.1.4 Airside Capacity Enhancement (ACE) Activities The improvement of an airport s capacity baseline through efficiency enhancing activities, together with longer term local capacity planning is essential to maximise the benefit to the European network. In general terms this is done by: Unlocking latent capacity Maximising runway(s) potential Mitigating local constraints The ACE project s primary focus is to provide airport stakeholders with proven solutions in order to release latent airside capacity in the short term. ACE supports airports by: Identifying the operational practices to be assessed Holding forums (Controller/Pilot, joint) to extract operational practices from field experts Providing proven operational / technical solutions based upon those in use at European airports with successful records of sustained high intensity runway operations Supplying guidance on methods for continuous improvement of local operations based upon best practices in areas such as ATC procedures, infrastructure changes, general efficiency enablers and low visibility conditions Launching awareness campaigns Facilitating airports in establishing a capacity enhancement plan (including short and medium term requirements) The implementation of the ACE best practices provides airport stakeholders with proven methodologies to release latent airside capacity in the short term. There are 10 stages to an ACE project from setting initial capacity enhancement targets to completing the project and ensuring ongoing communication. The table below presents each of these steps, and identifies, for each of the airports that are currently undergoing (or have undergone) an ACE exercise, the stage of the project that they are at in May STAGE DESCRIPTION AIRPORT 1 Set targets for increasing capacity 2 Identify data requirements GENEVA 3 Use capacity analysis model 4 Analyse data establish Baseline 5 Hold Forums 6 Establish Action Plan ANTALYA, HERAKLION 7 Develop Awareness Campaign WARSAW, VALENCIA 8 Perform 2nd data collection 9 Assess improvements- repeat exercise ROME FIUMICINO 10 Ensure internal communications PRAGUE, MILANO MALPENSA, ISTANBUL, VIENNA, BUDAPEST Further information on ACE can be found at the ACE website

46 6.1.5 Airport Collaborative Decision Making (A-CDM) Airport Collaborative Decision Making is the concept which aims at improving operational efficiency at airports by reducing delays, improving the predictability of events during the progress of a flight and optimising the utilisation of resources. The decision making by the Airport CDM Partners is facilitated by the sharing of accurate and timely information and by adapted operational procedures, automatic processes and user friendly tools. EUROCONTROL Airport CDM team is responsible for ensuring standardisation and dissemination of best practice of Airport CDM implementation at European airports. The concept is an integral part of both the DMEAN and SESAR programs. Airport CDM is identified as the driver and mechanism to dynamically integrate airports and the Network. Prime attention has been given to the 40 airports identified as having a potentially adverse effect upon the network. These airports have been selected for an A-CDM gap analysis study, conducted by the EUROCONTROL A-CDM project, followed by full A-CDM implementation. With the forecast traffic demand and the limited infrastructure developments, the challenge of maximising operations at airports is increasing. There is an urgent need for full collaboration between the airport partners, to share operational data in a coherent and transparent manner in the context of arrivals, ground operations and departures. Action is needed now to avoid a negative impact on the network, resulting in more delays and increased operating costs Airport CDM Gap Analysis The Airport CDM gap analysis activity conducted by the EUROCONTROL Airport CDM project predominately looks at the data availability and exchange between the airport partners. Good operational procedures and cultural change are the essence of Collaborative Decision Making. As a result of an Airport CDM gap analysis, a report is produced highlighting the airport s compliance to EUROCONTROL Airport CDM implementation guidelines. The report seeks acceptance of the recommendations by all airport stakeholders such that A-CDM benefits are maximised, resulting in a phased approach to the implementation of the Airport CDM concept. The objectives of the Airport CDM project are: To enable a real dialogue between various airport partners through improved information management To exchange continuously updated information on relevant events in real-time To increase efficiency of airport operations To enable partners involved in ATM to achieve more efficient decision making, including the EUROCONTROL CFMU, to optimise the ATFCM slot allocation process and achieve more efficient use of the ATM network capacity by dynamically sharing accurate departure information between airports and the European network Airport CDM Implementation Based on the recommendations resulting from the Airport CDM gap analysis, airport partners agree an Airport CDM implementation plan. The implementation plan is often built upon a phased approach by incrementally implementing the Airport CDM concept elements, considering local constraints and priorities. Detailed Information on each of the steps for implementation of Airport CDM can be found at the A-CDM website

47 Dynamically Integrating Airports into the ATM Network Enhancing data Exchange between Airports and the CFMU The exchange of Flight Update Messages (FUM) and Departure Planning Information (DPI) messages between a CDM Airport and the CFMU aims to further improve the flexibility of airport operations enabling an optimal use of the European network. The FUM generated by the CFMU provides airports with very accurate estimated landing times based on radar data. The DPI messages sent by airports to the CFMU provide the CFMU with enhanced take off estimates during the arrival, turnaround and departure phases based on the progress of the flight. An improved awareness of off-block times with variable taxi out times leads to a reduction in lost ATFCM slots and improved ATFCM slot adherence. Benefits to date Airport CDM is seen as the mechanism to integrate airports in the network. The EUROCONTROL Airport CDM Project, in conjunction with the CFMU, has been testing and validating the Departure Planning Information (DPI) messages with a number of European airports and first results have proven very positive. Munich Airport became the first European airport to fully implement Airport CDM. One of the significant outputs was exchange of DPI messages with CFMU Enhanced Tactical Flow Management System (ETFMS). These messages are now fully processed by the operational system for all flights departing from Munich Airport. DPI messages provide the CFMU with accurate predictions of off-block times and take-off times, based on collaborative procedures. With this real-time data the CFMU updates its operational flight profile calculations and shares the information with downstream arrival units. The local benefits of implementing Airport CDM at Munich Airport are significant. These include enhanced operational efficiency, reduction in delay, use of available infrastructure and resources, predictability and a 10% average reduction in taxi times for departures. The fuel saving at Munich alone is 2.65 million per annum. The network benefits derived from the implementation of Airport CDM in Munich are expressed in terms of an 85 % slot adherence for 2008, increasing by 5 % compared to The data measured in Munich also show that the last ATFM slot allocated by the CFMU to a flight before departure is within 15 minutes of the target take off time (CDM data calculated taking account of the local constraints) for 70 % of the flights. While the average ATFM delay has slightly increased in Europe, it has decreased in Munich since the enhancement of the exchanges between the CDM airport and the CFMU 3. These results show that Airport CDM helps better integrating the airports into the ATM network by considering the airport constraints. The integration brings benefits both to the airports and the network. Expect Network Benefits The benefits of Airport CDM are not limited to the airport concerned. It is increasingly recognised that with more airports implementing collaborative decision making, the local benefits expand into the ATM network as a whole, further increasing the positive impact of this way of working. 3 All the results for Munich airport are extracted from the document Airport CDM Munich Results 2009, Version 1.0, DFS / Munich Airport Operator. See for further information. 37

48 During 2006 EUROCONTROL conducted a Generic Cost Benefit Analysis to provide a comprehensive economic analysis from the development, deployment and operation of Airport CDM. This CBA reports the results on the European industry level, drawing on results from the site-specific CBAs of Barcelona, Brussels, Munich and Zurich airports. Special attention was given to the identification of network benefits. The predicted main benefit is an increase in en-route capacity of 0.5%. This estimation was provided by CFMU, based on expert judgment and results obtained out of the on-going trials. It is important to note that in the network capacity, only en-route capacity was considered in the network benefits quantification process and not airport capacity. In terms of flow and capacity management, the benefits would not come solely from the reduction of delays. Airspace users would possibly benefit to an even greater degree from an increased freedom of choice, where they are able to consider trade-offs to suit their particular business needs in respect of the flights concerned (e.g. less delay but longer route, etc.). Network benefits will grow as the number of airports implementing Airport CDM increases. Enhanced data for quantification will become available by the time additional airports have entered into the message exchange process with the CFMU. In 2008, the EUROCONTROL Experimental Centre produced a study which aim was to assess the impact on the network if 42 airports were to implement Airport CDM, assuming the same level of benefits that Munich Airport has been achieved and provide the CFMU with accurate Target Take Off Times via DPI messages. Munich Airport currently has the most accurate take off estimate of the 42 airports considered and this accuracy was used as the baseline for the other airports in order to evaluate the impact on sector capacities within the European core area. The study concluded that, following a wider implementation of Airport CDM, the benefits will be: It could be possible to increase sector capacity within the core area by up to 4% which equates to between 1-2 aircraft per sector A room for improvement for an en-route delays of between 33%-50%. Some sectors which are expected to be saturated are not actually saturated. Therefore if the declared capacities are maintained then some regulations may not be required. The positive results recorded in this study show that the expected benefits from the implementation of Airport CDM could extend from the local airport environment to the network level, with emphasis on the European core area. However, the achievement of these potential gains depends on a large number of airports reaching the same level of Airport CDM implementation as Munich and supplying data to the CFMU to the same level of accuracy 4. Current status The CFMU continues to further refine the DPI message exchange with Munich Airport and minimal upgrades are required to further enhance the processing of these messages. In the meantime operational evaluation continues between the CFMU, Brussels and Zurich airports. Way forward Due to diverse local airport issues it is difficult to predict when an airport will be mature enough to start exchanging DPI messages with the CFMU. To facilitate this process CFMU and the 4 All the results for the network impact assessment are extracted from the EUROCONTROL Experimental Centre Note No , Airport CDM Network Impact Assessment, issued in February See for further information. 38

49 Airport CDM team have defined the minimum Airport CDM Completeness Criteria for airports to commence data exchange with the CFMU. Joint Action Plan between the EUROCONTROL Airport CDM team and the CFMU With the rapid increase in airports currently implementing Airport CDM, it s essential to put in place the necessary means to connect airports to the network (DPI messages sent to CFMU) as soon as they reach the required implementation maturity level. In this way the overall benefits are achieved in the shortest period of time. To support this need a joint action plan between the EUROCONTROL Airport CDM Project team and the CFMU has been defined. The main objective of this joint action plan is to extend the number of airports exchanging messages with CFMU leading to quicker achievement of overall network benefits. The action plan includes: a list of airports, definition of minimum A-CDM requirements (Completeness Criteria), implementation timescales for both airports and CFMU developments and full planning for DPI processing, including a list of actions to be taken by partners and requested resources. This action plan aims to secure resources for the operational deployment of sending DPI messages to CFMU from 4 to 5 additional airports per year during the 2009 to 2013 period. A-CDM Current Implementation Status at Airports The table below gives the status of the Airport CDM implementation activities at airports during 2009, based upon the three key stages of a gap analysis, the implementation status and data exchange with the CFMU. Airport CDM Gap Analysis Completed Status Data Exchange between Airport and CFMU Vienna Yes Vienna Airport CDM conceptual phase finished Q Budapest Yes On hold Istanbul Yes Gap analysis report presented Feb09. All recommendations accepted and approved by DHMI in Ankara May Project management underway Paris CDG N/A Implementation continues FUM & DPI trials planned Q42009 Prague Yes Cost Benefit Analysis completed and fully accepted by all partners. CDM implementation started Q1/2008 Zurich Yes Implementation continues FUM & DPI trials underway Milan Malpensa Yes Implementation continues. Reorganising project Brussels N/A CDM Implemented and DMAN / CDM integration trials completed MoU signed Q32008 Antalya Yes Gap Analysis Q12009 Report currently being drafted FUM & DPI live exchange planned Q

50 Airport Amsterdam Schiphol CDM Gap Analysis Completed Yes Status CDM project initiated New Programme manager appointed and starts Summer 2009 Palma Yes CDM Gap Analysis to be presented Q12009 Awaiting for AENA to agree date for the report to be presented Rome Fiumicino Yes Gap Analysis presented and all recommendations accepted Delay in commencing project considering the economic situation of the main Aircraft Operator Munich N/A CDM fully implemented and considered part of daily operations Lyon Yes Gap Analysis report presented Q All recommendations accepted and project development underway. Helsinki No MoU signed Q12009, project started Q12009 Lisbon No Restarting project Q22009 Data Exchange between Airport and CFMU Operational enhancements to data exchange continues Frankfurt ongoing Kick-off Implementation started Q2 2008, MoU is signed. Gatwick No CDM implementation approved Q2/2009 Heathrow Yes CDM implementation ongoing FUM / DPI trials currently on hold Warsaw Yes CDM Gap Analysis report presented Q42008, MoU signed Q All recommendations accepted. Project management currently underdevelopment Dublin Yes Gap Analysis presented Q22008 Oslo No Implementation to start Q12009 MoU to be signed Athens Yes CDM Implementation continues. DMAN installed and trialing Iraklion Yes CDM project initiated Q Thessaloniki No Stockholm Yes Re-activation of project Contribution to Network Operations Plan (NOP) The last data collection campaign (Summer 2009 NOP) managed to obtain good quality of data from 26 airports out of the 28 addressed. The number of airports covered in the next NOP cycle will expand to 40 airports instead of

51 6.2. Action Plans in support of DMEAN activities ACI EUROPE / EUROCONTROL Memorandum of Understanding (MoU) This MoU focuses on adequate implementation of a commonly agreed set of deliverables stemming from the EUROCONTROL Airports Programme, DMEAN and environmentally sustainable airport operations. This joint commitment facilitates a better use of existing airport capacity, higher operational efficiency and increased safety. Flight Efficiency Plan IATA, CANSO and EUROCONTROL have agreed to work in a closer partnership along with airlines, airports and ANSPs to identify solutions and launch operational actions that will lead to fuel and emissions savings in the short term. This plan, which is vital for aircraft operators is supported by ACI EUROPE. One of the objectives of this plan is to optimise airport operations, through ensuring commitment of all partners to the current plan of implementing A-CDM, accelerating the implementation of A-CDM by commencing implementation with 20 additional airports in 2009 and monitoring and ensuring progress of this action plan in liaison with the Eurocontrol/ACI EUROPE cooperation agreement. AENA / EUROCONTROL Joint Action Plan In January 2008 it was agreed between EUROCONTROL and AENA that EUROCONTROL support in implementing the following initiatives at a number of AENA Spanish airports: Delay analysis, Airport Capacity Enhancement (ACE), Airport CDM, A-SMGCS (Levels 1 and 2) and CDA (Continuous Descent Approach). Ideally, this kind of joint Action Plan should be replicated with most, if not all EUROCONTROL Member States and their respective airport authorities. This would ensure more ECAC Airports and States buy-in leading to extended benefits. DFS Action Plan DFS provides ATC services at 16 international airports in Germany. At these 16 airports DFS permanently advances the site specific operational efficiency, capacity enhancement and planning activities. These activities also support the DMEAN measures. The following activities are implemented or planned for implementation at German airports: Capacity measurement, capacity analysis, capacity planning Airport Capacity Enhancement (ACE) Airport CDM SMGCS CDA (Continuous Descent Approach) Further capacity and efficiency related activities EUROCONTROL Airport CDM Team / CFMU Action Plan This action plan is a joint effort of CFMU and the EUROCONTROL Airport CDM team, aiming to provide clarity to airport partners on planning and requirements, in their effort to implement Airport CDM and to link to the ATM network through DPI message transmission to CFMU. This action plan includes information about the Airport CDM implementation process, the validation process for qualifying an airport to start working with CFMU aiming the provision of DPIs, the minimum requirements from CFMU as well as and an indicative planning of implementation at airports (refer to Annex 2). 41

52 IATA / EUROCONTROL Joint Action Plan In October 2007 IATA and EUROCONTROL proposed a joint action plan to enhance capacity and efficiency at 18 airports where capacity constraints have an effect upon the European network. It was emphasised that the participating airports (refer to Annex 3) are essential to the operational network; i.e. the delay generated at one of them generally provokes reactionary delays, of a different magnitude, at other airports in the network. The objective of the Action Plan was to agree with concerned airports realistic implementation dates for a number of capacity enablers, such as: Delay reduction Runway capacity enhancement A-CDM implementation High Intensity Runway Operations (HIRO) A-SMGCS level 1 Low Visibility Procedures according ICAO DOC 013 Optimising runway change configuration (e.g. criteria -20 kts crosswind) ACI EUROPE supports this Action Plan with the condition that implementation target dates are agreed with the involved airports. The airports involved are Madrid, Barcelona, Frankfurt, Munich, Zurich, Geneva, Heathrow, Amsterdam, Warsaw, Brussels, Budapest, Milano Malpensa, Rome Fiumicino, Vienna, Paris CDG, Istanbul, Prague and Helsinki, 42

53 7. EXPECTED MEDIUM-TERM PERFORMANCE OF THE ENROUTE ATM NETWORK ( ) Although the recession has reduced traffic growth in the medium-term throughout the European ATM network, this has mainly been evident outside peak periods. The demand on busy sectors during peak hours continues to increase, maintaining the high pressure on the ATM system, both in areas where traffic continues to grow, but also where the reduction in traffic has meant a loss of revenue for service providers. This makes it all the more important for ANSPs to ensure that capacity plans are fully realised and that sufficient controllers are available to open optimum configurations at peak times. The following paragraphs give an outlook of the expected performance of the European enroute ATM network in the short- to medium term (2010 to 2013). This prognosis is based on current capacity plans and expected traffic demand and is the result of simulations performed with the tools used in the capacity planning process, combined with operational analysis made by the EUROCONTROL Capacity Enhancement Function. Included is a network delay forecast and an identification of potential bottlenecks areas for the years 2010/ Medium-term delay forecast The medium-term delay forecast illustrated below was made with respect to the baseline growth of the February 2009 EUROCONTROL STATFOR Medium-Term traffic forecast ( ), and according to the local capacity plans documented in the LCIP The aim is to provide an early identification of critical areas and ensure that early action is taken to upgrade local capacity plans and enhance capacity at local and network level. The graph shows the evolution of enroute average delay during the Summer period (May- October) and also the delay forecast for the years It indicates that the enroute delay target could almost be met in 2009, provided that capacity plans are fully implemented, but that delays will rise again in 2010, reducing as a number of major projects are completed by En-Route ATFM Delay Evolution - Summer Season All causes included - Medium Traffic Growth 6 Average delay (min/ flight) Actual en-route delay PC target En-route delay forecast En-Route ATFM Delay PC Target En-route ATFM delay forecast medium growth

54 The following map gives an indication of the delay forecast at ACC level for Potential bottleneck areas and expected solutions The evaluation of the potential bottleneck areas has been made by taking the bottleneck sectors that were identified during Summer 2008 and seeing whether any solution is proposed within the planning period (increased sector loads, airspace, staffing etc.). The information has been taken from the LCIP capacity plan and the RNDSG airspace structure short and medium term improvement lists. Austria Vienna ACC Potential bottleneck sectors: collapsed sectors Various airspace structure improvements have been implemented, but the problem is the operation of reduced configurations. Staffing issues will continue to mean that non-optimum sector configurations are opened until additional controllers are available. Improvements foreseen: Additional controllers in 2011 Improved sectorisation including additional sectors Implementation of new ATM system Croatia- Zagreb ACC Potential bottleneck sectors: collapsed sectors The operation of reduced configurations will continue to cause delay unless the staffing issues are fully resolved. Improvements foreseen: Additional controllers 44

55 Increased sector capacities Improved sector configurations with possible DFL changes Cyprus Nicosia ACC Potential bottleneck sectors: collapsed sectors The operation of reduced configurations due to staffing issues will cause delay unless the capacity plan is fully realised. The timely implementation of the new ATM system is essential to an improved performance. Improvements foreseen: Implementation of a new ops room and ATM system (LEFCO) Reassessment of sector capacities and traffic counts following CAPAN analysis Additional controllers Extended opening of 4 th sector Additional 5 th sector Denmark Copenhagen ACC Potential bottleneck sectors: collapsed sectors Difficulties associated with the implementation of COOPANS ATM system and staffing issues could lead to the continued operation of reduced configurations until Improvements foreseen: Implementation of upgraded ATM system Additional controllers Improved sector configurations EUROCONTROL Maastricht UAC Potential bottleneck sector: LXL, collapsed sectors Given the extremely high throughput, the traditional methods of increasing ATC capacity are considered to be almost exhausted. Improvements foreseen: Further exploitation of new FDPS Reorganisation of sectorisation including additional sector layers Airspace and ATFCM solutions developed in the context of FABEC France Paris ACC Potential bottleneck sector: UJ, arrival sector OMAKO Improvements foreseen: La Manche project ATFCM measures Improved staff deployment/ flexible rostering France Reims ACC Potential bottleneck sectors: UHL, collapsed sectors XHKH, XEKE Improvements foreseen: Sector reorganisation Improved staff deployment/ flexible rostering Improved Airspace Management Germany Karlsruhe UAC Potential bottleneck sectors: collapsed sectors Shortage of controllers and staffing issues due to implementation of VAFORIT ATM system and planned integration of Munich UAC is likely to lead to the operation of reduced configurations throughout the period. Improvements foreseen: 45

56 Reorganisation of sectors including additional sector Reorganisation of Karlsruhe UAC / Munich ACC Improved Airspace Management Greece Athens and Makedonia ACCs Potential bottleneck sectors: collapsed sectors Shortage of controllers and staffing issues could lead to the continued operation of reduced configurations. Improvements foreseen: FDPS upgrade will facilitate optimised sectorisation Additional controllers Poland Warsaw ACC Potential bottleneck sectors: D, G, J and T The operation of non-optimum sectorisation due to system limitations will continue to cause delay until the new ATM system is fully operational. Improvements foreseen: Increase of sector capacities as a result of CAPAN analysis Sector reorganisation and additional sectors following implementation of new ATM system Additional controllers Spain Madrid ACC Potential bottleneck sectors: DOM, CJL, PAL, PAU, TLU Airspace solutions are available for some of the congested sectors firm proposals and their timely implementation is essential to an improved performance. Improvements foreseen: Improved sector configurations and opening schemes Improved staff deployment UK London ACC Training for the new system combined with increased demand on busy sectors during peak hours (in spite of overall reduction in traffic) could lead to reduced configurations and higher than expected delays. Improvements foreseen: Improved ATFCM and ATM techniques Several resectorisation and route network improvement actions New ATM system ifacts UK New Prestwick ACC Potential bottleneck sectors: collapsed sectors The integration of Manchester and Scottish into Prestwick ACC could result in reduced configurations during the training and implementation phases. Improvements foreseen: Improved ATFCM and ATM techniques Several airspace and sector development actions Flexible use of staff Merge of Manchester and Scottish ACCs For full details of capacity plans see the individual ACC annexes. 46

57 Expected Performance at Regional level As a result of the postponement of some major projects and the implementation of large number of new ATM systems throughout Europe, delays will be higher than expected in 2010 and 2011, with some improvement likely towards the end of the planning period. A major issue identified for the medium-term is the shortage of controllers, likely to prevent the opening of optimum sector configurations and one of the major obstacles to enhancing performance at local level. Of particular concern is the fact that many ANSPs are actively cutting back on recruitment due to reduction in total traffic, even when demand on busy sectors at peak times continues to grow. South-Western Europe (Spain Portugal) Depending on the traffic evolution, delays could continue to increase, especially at Madrid ACC, if resectorisation solutions and staffing issues are not addressed. North-Western Europe (France UK Ireland Belgium Netherlands Germany Switzerland - Maastricht UAC) No significant problems are expected for the French ACCs, provided that all capacity enhancement measures planned are implemented. Operational performance will be close to previous years. At London ACC, the overall capacity increase over the period is heavily dependent on the timing of ifacts deployment (likely in ) with benefits expected as from Before this, capacity increase depends on enhanced ATFCM measures and Central airspace development, which will give increased capacity in two of the busiest sectors. Overall capacity gains may however be offset by the requirement for controller training ahead of the ifacts deployment over this period and, depending on the traffic evolution, an increase of the ATFM delays can be expected in 2010 and There will be a temporary reduction in capacity due to training for the new Prestwick Centre, but an initial assessment of the operational performance indicates that delays should be close to their optimum levels if the merge of Manchester and Scottish ACCs goes according to plan. At Maastricht UAC, performance is expected to remain at a similar level as during previous years, provided that existing practices are maintained and all planned measures are implemented. In Germany, the en-route ATFM delay at Karlsruhe UAC will continue to be higher than optimum, due to the postponed implementation of the new ATC system P1/VAFORIT and staffing issues. A temporary capacity reduction will take place for the training (2010) and the implementation (2011). There will be an upgrade of P1/ATCAS system Bremen East in early 2010, during which capacity will be reduced by 20 to 30% for a period of 4 weeks. Langen and Munich ACCs are expected to maintain performance at optimum delay levels. Due to the reduction in traffic and the new sectorisation as of 2010, the overall performance of Geneva ACC will improve. The situation in the lower airspace will remain demanding until the implementation of the new stripless HMI. At Zurich ACC, sufficient capacity should be provided once the new sectorisation is implemented in 2010 and after stabilisation of the operations in the new ops room. The performance of both ACCs will depend on the availability of controllers to open optimum sector configurations. Performance will continue to be good in Ireland and Belgium. Temporary capacity reductions can be expected as a result of the implementation of CANAC 2. Delays related to environmental restrictions will continue at Amsterdam ACC. 47

58 Northern Europe (Norway - Denmark - Sweden - Finland - Estonia - Latvia - Lithuania) No problems are foreseen for most of the ACCs in Northern Europe where sufficient capacity is available. At Copenhagen ACC the capacity gap is expected to reduce in 2010 and to be completely eliminated in Southern Europe (Italy - Malta) Good performance is expected for the Italian ACCs and for Malta ACC. Central Europe (Poland - Czech Republic - Slovak Republic - Austria - Hungary - Slovenia - Croatia) Due to the current staffing situation at Vienna ACC, the capacity gap will not close in the short term. An improvement after Summer 2010 will be dependent on staff availability. Training for the new ATM system is expected as from the Autumn 2010 and implementation of the new ATM system is scheduled for the Spring At Zagreb ACC, the capacity plan is not sufficient to cope with the traffic demand. At Prague ACC, the capacity gap should continue to reduce but improvement is fully dependant on staff availability and the evolution of traffic the region. At Warsaw ACC, the capacity gap is expected to reduce following the new ATM system implementation, provided this proceeds without major problems. Until then, any capacity increase through improved configuration management will be counterbalanced by the controller training for the new system. As a result, high delays will continue. No structural lack of capacity is foreseen for Bratislava ACC. A new ATM system is planned for implementation in No problems are expected for Budapest ACC. A new ATM system is expected to be implemented in 2011/12. At Ljubljana ACC, The capacity plan is sufficient to cope with baseline traffic growth with current distribution of traffic. A realignment via shorter /cheaper routes would require more capacity to be available. Implementation of the new operations room is scheduled for South-Eastern Europe (Romania - Bulgaria - Serbia and Montenegro - FYROM - Albania - Greece - Turkey - Cyprus) Problems related to staffing issues could continue in Greece and Cyprus. An increase of capacity at Nicosia ACC is dependent on the successful implementation of the new ATM system in A good performance is expected for Tirana ACC. The implementation of the new ATS facilitiy is planned before Summer The delay forecast shows a good performance for Bulgaria, Romania, Turkey, FYROM and Belgrade ACCs. A new ops room and ATM system are scheduled for Belgrade ACC in A new ops room and ATM system are also scheduled for Ankara ACC in 2011, together with the transfer of the entire airspace above FL245 to Ankara ACC. This will be accompanied by appropriate training starting

59 8. CONCLUSIONS Current plans show that the PC enroute delay target will not be met in and that enroute delays will rise again, even for baseline traffic growth. Full implementation and even upgrade of capacity plans is essential, particularly in areas where traffic is increasing. In spite of considerable efforts made to ensure a more effective and flexible resource utilisation, problems are expected at many ACCs. The availability of optimum sector configurations will continue to be a problem during peak periods, unless staffing issues and constraints are addressed. Commitment to the timely implementation of existing plans remains a critical aspect, particularly in these times of global economic recession. Even if all capacity plans are fully implemented, delays are expected to remain high at Karlsruhe UAC, Nicosia ACC, Vienna ACC, Warsaw ACC and Zagreb ACC. Busy ACCs in western Europe could see a significant increase in enroute delay if their capacity enhancement plans are not fully realised. The main concerns are the timely availability of controllers and the large number of major ATM system improvements, which could further reduce capacity over long periods, taking into account prior controller training and consolidation of operations post implementation. The focus on the full integration of capacity planning, airspace design and management, civil-military cooperation, airport operations and ATFCM into a network approach must be further strengthened. This is fully in line with DMEAN and will ensure that the European ATM network is able to evolve and to respond to future requirements. As a result of the above, there is a clear need to ensure: Upgrade and/or full implementation of existing local and network plans and initiatives; Timely availability of controllers; The reinforcement of European ATM network programmes; The reinforcement of capacity planning and management actions at network level. 49

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61 ANNEX 1 : ACC TRAFFIC & CAPACITY The following pages provide a summary of the traffic forecast and capacity enhancement plans over the period for individual ACCs in each ECAC State. The capacity plans are based on the information included in the Local Convergence and Implementation Plan for the period (LCIP ), and include information available from various sources (e.g. CEF, CaPlan Task Force, CFMU, FMP, RNDSG, STATFOR). Note that the capacity plans in this document were formulated in response to the capacity requirement profiles , which were based on the February 2008 STATFOR Medium-Term traffic Forecast (MTF). The 2009 forecast is considerably lower than the previous one, with the result that the capacity requirement profiles are lower than the previous ones. Although ANSPs did not have the new, lower, capacity profiles until March, they took into account the reduction in global traffic when formulating their current capacity plans during the Autumn of 2008, bearing in mind that peak period demand in busy sectors is likely to continue to grow even in regions where total traffic growth has reduced or levelled off. By comparing existing plans with the new traffic forecast, we have an indication of whether current plans will meet future traffic growth. From the delay forecast, it is clear that local capacity plans need to be upgraded in some areas and fully implemented if the delay target is to be met. Each annex includes: Traffic forecast The traffic forecast per ACC is derived using NEVAC from the EUROCONTROL STATFOR MTF that was released in March The impact of realignment along the shortest available routes with generally unconstrained vertical profiles is determined using SAAM. Planned capacity enhancement measures and Sector evolution The table summarises the planned capacity enhancement measures identified in the LCIP and gives the resulting annual capacity increases. Some capacity enhancement actions are shown over several years as their potential is not limited to one year - the starting year shown is the year the measure is expected to be implemented. Sector evolution is the expected evolution of the number of operational sectors in the maximum configuration i.e. the maximum number of operational sectors that can be opened simultaneously. Enroute Summer delay forecast for the years 2009 and 2010 The delay forecast is derived for each ACC with the support of the tools used in the capacity planning process. The delay forecast is based on the current capacity plans as described in the LCIP and on the latest baseline EUROCONTROL STATFOR Origin Destination Zone (ODZ) traffic forecast data (MTF released in March 2009). Expected Summer performance A brief description of the expected performance of the ACC, including foreseen problems and possible mitigating measures. 51

62 ALBANIA TIRANA ACC Traffic forecast ACC Growth H 11% 17% 22% 29% Tirana B 4% 8% 13% 16% L -4% -2% 2% 6% Shortest Routes: + 13% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Albania: Capacity Plan Tirana LAAA ACC Year ATS route network improvements Move to new ATS Measures planned facilities Capacity benefits from new ATM system 9 additional controllers Additional sector Significant Events Max sectors Capacity increase p.a. 4% 2% 4% 4% Reference profile (ACC) 4% 4% 4% 2% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Tirana ACC is 0.1 minutes per flight. Expected Summer performance ( ) No problems are expected at Tirana ACC with the additional controllers and ATM system improvements coming on line. 52

63 ARMENIA YEREVAN ACC Traffic forecast ACC Growth H 21% 30% 42% 53% Yerevan B 8% 15% 25% 34% L -2% 6% 13% 19% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Armenia: Capacity Plan Yerevan UGGG ACC Year Measures planned Max sectors Capacity increase p.a. Sufficient capacity to meet expected demand Reference profile (ACC) 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Yerevan ACC is zero minutes per flight. Expected Summer performance ( ) No problems are expected at Yerevan ACC. 53

64 AUSTRIA VIENNA ACC Traffic forecast ACC Growth H 5% 10% 17% 22% Vienna B -1% 2% 7% 11% L -8% -6% -3% 0% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Austria: Capacity Plan Vienna LOVV ACC Year Additional controllers envisaged Improved sectorisation ATS route network improvements Improved operational procedures Sector configuration management Data link Measures planned Minor ATM system upgrades ATM system upgrade (stripless, multi-sector COOPANS planning and initial MTCD) EASY Additional sectors Static cross border sectorisation (FAB CE) Anticipated Training Significant Events activities for the new ATM System COOPANS Max sectors Capacity increase p.a. 2% 8% 6% 6% Low profile / capa target 3% 3% 5% 3% Additional information Autumn 2010: Training for EASY Spring 2011: Implementation of EASY 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Vienna ACC is 1.9 minutes per flight. Expected Summer Performance ( ) Vienna ACC is not expected to close the capacity gap until staffing issues are resolved and sufficient controllers are available to open optimum sector configurations. Potential bottleneck sectors: all collapsed sectors 54

65 AZERBAIJAN BAKU ACC Traffic forecast ACC Growth H 16% 26% 36% 46% Baku B 4% 12% 20% 29% L -4% 3% 10% 16% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Azerbaijan: Capacity Plan Baku UBBB ACC Year ATS route network optimisation - an on-going process in co-operation with neighbouring States Measures planned Installation of new automated ATC systems in Baku, Ganja and Nakhchivan. Preparation phase Preparation phase Installation Installation Max sectors 4 + 1APP 4 + 1APP 4 + 1APP 4 + 1APP Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Baku ACC is zero minutes per flight. Expected Summer performance ( ) No problems are expected at Baku ACC. 55

66 BELGIUM BRUSSELS ACC Traffic forecast ACC Growth H 0% 5% 9% 13% Brussels B -5% -2% 1% 4% L -12% -10% -8% -6% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Belgium: Capacity Plan Brussels EBBU ACC Year Measures planned Optimum use of sector configurations CANAC 2 Max sectors Capacity increase p.a. 2% 3% 0% 0% Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Brussels ACC is zero minutes per flight. Expected Summer performance No problems are expected at Brussels ACC. 56

67 BULGARIA SOFIA ACC Traffic forecast ACC Growth H 12% 21% 31% 41% Sofia B 3% 10% 18% 24% L -4% 0% 6% 11% Shortest Routes: -8% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Bulgaria: Capacity Plan Sofia LBSR ACC Year Consolidation of operations of single ACC Measures planned ATS route network development Max sectors 10* 10* 11** 11** Capacity increase p.a. Sufficient capacity will be provided to meet expected demand Reference profile 0% 0% 1% 1% *According to the traffic demand, up to 10 sectors can be opened Additional information ** According to the traffic demand, up to 11 sectors can be opened 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Sofia ACC is zero minutes per flight. Expected Summer performance No problems are expected at Sofia ACC. 57

68 CROATIA ZAGREB ACC Traffic forecast ACC Growth H 10% 17% 25% 33% Zagreb B 3% 8% 14% 19% L -5% -1% 3% 7% Shortest Routes: +15% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Croatia: Capacity Plan Zagreb LDZO ACC Year Additional controllers (net increase of ATCOs 5/year) Additional sectors * Further increase of sector capacities Improved sector opening times Application of sector occupancy techniques Measures planned Optimisation of ATS route network and sectorisation Max sectors SYSCO with Budapest ACC New ATM system (enroute with automated links ACC/APP/TWR) 8* 9* 9* 9* *a higher number of sectors is possible, depending on traffic growth, additional ATCOs and regional developments (BiH ACCs 2010 and FAB CE development) Significant Events BiH ACC (Impact on airspace, system and procedure changes for Zagreb ACC overall capacity impact to be evaluated) Capacity increase p.a. 7% 5% 5% 5% Reference profile 7% 5% 5% 5% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Zagreb ACC is 2.2 minutes per flight. Expected Summer performance Zagreb ACC is not expected to close the capacity gap until staffing issues are resolved and sufficient controllers are available to open optimum sector configurations. Potential bottleneck sectors: all collapsed sectors Traffic could increase significantly due to realignment on the shortest available routes. 58

69 CYPRUS NICOSIA ACC Traffic forecast ACC Growth H 12% 20% 30% 40% Nicosia B 5% 12% 19% 26% L -2% 3% 9% 14% Shortest Routes: - 5% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Cyprus: Capacity Plan Nicosia LCCC ACC Year Implementation of the new ATM system LEFCO and new ACC Consolidation of operations of new system and ACC Measures planned OLDI with Athens and possibly with Egypt New Cyprus TMA implementation Capacity benefits from new TMA Significant Events Additional staff (radar and APP) New LCLK airport terminal building (Nov 2009) 5 th enroute sector Presidency of the EU Max sectors Capacity increase p.a. 4% 12% 5% 5% High profile (ACC) 5% 7% 8% 4% Additional information Additional staff will be used immediately to increase the opening hours of maximum available sectors Operations of the new Larnaca TMA in 2011 will increase the capacity of the West enroute sector LEFCO - training: 1st phase before Summer 2009, 2nd phase during Winter 2009/ Start of operations February to April months with reduced capacities 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Nicosia ACC is 2.1 minutes per flight. Expected Summer performance Nicosia ACC is not expected to close the capacity gap until staffing issues are resolved and sufficient controllers are available to open optimum sector configurations. The implementation of the new ATM system is now needed as a matter of urgency, together with reassessment of sectorisation, procedures, work practices and sector capacities. Potential bottleneck sectors: all collapsed sectors. 59

70 CZECH REPUBLIC PRAGUE ACC Traffic forecast ACC Growth H 5% 12% 20% 27% Prague B -1% 4% 10% 15% L -7% -5% -1% 3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Czech Republic: Capacity Plan Prague LKAA ACC Year Improved flow and capacity management techniques Adaptation of sector opening times depending on available staff Improved ATS route network & sectorisation Additional controllers Measures planned Redesign of lower airspace including TMA Improvements of system functionalities 1 Additional sector 1 Additional sector 1 Additional sector Parallel runway Significant Events ops at Prague airport Max sectors Capacity increase p.a. 5% 5% 5% 5% Reference profile 7% 6% 6% 6% The implementation of additional sectors is fully dependant on availability of new Additional information controllers The reduction of capacity in neighbouring ACCs will have an impact on traffic flows in Praha ACC 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Prague ACC is 0.4 minutes per flight. Expected Summer performance No significant problems are expected for Prague ACC 60

71 DENMARK COPENHAGEN ACC Traffic forecast ACC Growth H 1% 5% 9% 14% Copenhagen B -6% -3% 1% 4% L -11% -10% -7% -6% Shortest Routes: + 9% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Denmark: Capacity Plan Copenhagen EKDK ACC Year Continuous improvements on the ATS route network COOPANS implementation Consolidation of operations and further capacity benefits from new ATM system Measures planned Gradual increase of controller numbers Sector configurations adapted to traffic demand Constant upgrade of ATM system Significant Events Creation of a NUAC company Max sectors 4 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W) Capacity increase p.a. 7% 5% 5% 5% Reference profile 7% 3% 1% 2% Additional information 2009 Environmental project: Optimising routes and procedures to save CO2 emissions New ATS routes: Possibility to flight plan more direct routes 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Copenhagen ACC is 0.5 minutes per flight. Expected Summer performance No significant problems are expected at Copenhagen ACC, provided that full benefit is taken from the implementation and consolidation of the COOPANS ATM system, and sufficient controllers are available. 61

72 ESTONIA TALLINN ACC Traffic forecast ACC Growth H 3% 10% 19% 27% Tallinn B -4% 2% 8% 14% L -10% -6% -1% 3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Estonia: Capacity Plan Tallinn EETT ACC Year Additional staff and controller rating Measures planned Adaptation of sector opening times Availability of additional sectors Significant Events Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 2% 2% 5% 7% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Tallinn ACC is zero minutes per flight. Expected Summer performance No problems are expected at Tallinn ACC. 62

73 EUROCONTROL MAASTRICHT UAC Traffic forecast ACC Growth H 2% 7% 12% 17% Maastricht B -3% 0% 4% 8% L -10% -8% -5% -3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution EUROCONTROL: Capacity Plan Maastricht EDYY UAC Year Phased exploitation and further development of N-FDPS Improved efficiency and flexibility of rosters enabled by new roster and break planner tools MPP improved by increased availability of controllers Consolidated sector configuration optimisation programme Route network improvements Tactical Capacity Management (TCM), Pre-tactical Cell and Central Supervisory Suite (CSS) Traffic Management System (TMS), integrating traffic prediction, sector configuration management, performance monitoring and cost-efficiency analysis tools to support tactical decision making. Benefits from DMEAN implementation programme Increased benefit from AGDL applications through progressively higher equipage rate Measures planned and new applications MTCD 3 rd layer in critical upper sectors Implementation of balcony sectors and stepped DFL BRU High West Split AMRUFRA NAT Night direct fuel Gradual deployment of tailored routes saving routes Redesign of sectorisation not bound by current sector groups Variable DFL Significant Events Max sectors 23 (20+3 cross sectors) 23 (20+3 cross sectors) 23 (20+3 cross sectors) (20+3 cross sectors) Capacity increase p.a. 3% 3% 4% 4% Reference profile 5% 3% 5% 4% Other Information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Maastricht UAC is 0.5 minutes per flight. Expected Summer performance No significant problems are expected until traffic growth again accelerates. Given the current high levels of throughput, the traditional methods of increasing ATC capacity are considered to be almost exhausted and the main focus will be on manpower planning, ATFCM processes and supporting tools.

74 FINLAND ROVANIEMI ACC Traffic forecast ACC Growth H 0% 4% 9% 13% Rovaniemi B -5% -2% 1% 3% L -11% -9% -7% -5% Shortest Routes: +4% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Finland: Capacity Plan Rovaniemi EFPS ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Rovaniemi ACC is zero minutes per flight. Expected Summer performance No problems are expected at Rovaniemi ACC. 64

75 FINLAND TAMPERE ACC Traffic forecast ACC Growth H 1% 5% 10% 14% Tampere B -5% -2% 2% 4% L -11% -9% -7% -5% Shortest Routes: + 11% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Finland: Capacity Plan Tampere EFES ACC Year Measures planned Increased sector capacities Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Tampere ACC is zero minutes per flight. Expected Summer performance No problems are expected at Tampere ACC. 65

76 FRANCE BORDEAUX ACC Traffic forecast ACC Growth H 0% 5% 9% 13% Bordeaux B -6% -3% 1% 4% L -12% -10% -8% -5% Shortest Routes: + 4% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution France: Capacity Plan Bordeaux LFBB ACC Year Improved Airspace Management and ATFCM Procedures Staff deployment / Flexible rostering ESSO Project (Spring 2010) Reorganisation of Measures planned lower airspace and delegation of ATS to APP units below FL145 (for relevant airspace) Night direct route network Max sectors 21UCESO 21 UCESO 21 UCESO 21 UCESO Capacity increase p.a. 5% 5% 5% 5% Reference profile 3% 3% 4% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Bordeaux ACC is zero minutes per flight. Expected Summer performance No problems are expected at Bordeaux ACC. 66

77 FRANCE BREST ACC Traffic forecast ACC Growth H 1% 6% 11% 15% Brest B -4% -1% 3% 5% L -11% -9% -6% -4% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution France: Capacity Plan Brest LFRR ACC Year Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Sector Manche project Reorganisation of Measures planned lower airspace and delegation of ATS to APP units < FL145 for relevant airspace Night direct route network Max sectors 18 UCESO 21 UCESO 21 UCESO 21UCESO Capacity increase p.a. 5% 5% 5% 5% Reference profile 3% 3% 3% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Brest ACC is zero minutes per flight. Expected Summer performance No problems are expected at Brest ACC. 67

78 FRANCE MARSEILLE ACC Traffic forecast ACC Growth H 2% 6% 11% 16% Marseille B -5% -2% 2% 6% L -11% -9% -7% -4% Shortest Routes: +4% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution France: Capacity Plan Marseille LFMM ACC Year Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Reorganisation of interface with LIRR (ALG) CBW-WG Full Provence project Reorganisation of lower airspace and delegation of ATS to APP units below Measures planned FL145 Reorganisation of interface with LECB (MUREN) Sector D Improvements Reorganisation of interface with LECB (LUMAS) Night direct route network Max sectors 29 UCESO 30 UCESO 30 UCESO 30 UCESO Capacity increase p.a. 5% 5% 5% 5% Reference profile 2% 2% 4% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Marseille ACC is zero minutes per flight. Expected Summer performance No problems are expected at Marseille ACC. 68

79 FRANCE PARIS ACC Traffic forecast ACC Growth H 1% 6% 10% 12% Paris B -4% -1% 3% 6% L -8% -7% -5% -2% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution France: Capacity Plan Paris LFFF ACC Year Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Measures planned Sector Manche project IRP/Harmonie Night direct route network Max sectors 24 UCESO 24 UCESO 24 UCESO 24 UCESO Capacity increase p.a. 3% 3% 3% 3% Reference profile 3% 3% 3% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Paris ACC is 0.3 minutes per flight. Expected Summer performance No significant problems are expected for Paris ACC, but UJ remains a bottleneck sector for Paris ACC, together with arrival sector OMAKO. 69

80 FRANCE REIMS ACC Traffic forecast ACC Growth H 1% 6% 10% 14% Reims B -4% -1% 2% 5% L -10% -9% -7% -5% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution France: Capacity Plan Reims LFEE ACC Year Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Measures planned IRP/Harmonie Re-organisation of lower airspace and delegation of ATS to APP LFSB/LFST Higher DFL for low level sectors Max sectors 16 UCESO 16 UCESO 16 UCESO 16 UCESO Capacity increase p.a. 5% 5% 5% 5% Reference profile 4% 3% 5% 2% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Reims UAC is 0.5 minutes per flight. Expected Summer performance Potential bottleneck sectors: UHL, collapsed sectors XHKH, XEKE, which may be mitigated by the airspace structure development projects. 70

81 FYROM SKOPJE ACC Traffic forecast ACC Growth H 12% 20% 27% 34% Skopje B 4% 9% 15% 20% L -5% -1% 3% 7% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution FYROM: Capacity Plan Skopje LWSS ACC Year Controller ratings Airspace structure development Measures planned Optimisation of sectorisation (Closely related to availability of Kosovo airspace) ATM system upgrade Max sectors 3 (4) 3 (4) 3 (4) 3 (4) Capacity increase p.a. 0% 0% 0% 0% Reference profile (ACC) 3% 3% 5% 4% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Skopje ACC is zero minutes per flight. Expected Summer performance No problems are expected at Skopje ACC. 71

82 GERMANY BREMEN ACC Traffic forecast ACC Growth H 2% 5% 11% 15% Bremen B -4% -1% 3% 6% L -11% -10% -6% -4% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Germany: Capacity Plan EDWW Bremen ACC Year Measures planned Upgrade of P1/ATCAS system (PSS) Re-Structure FIR Dualisation of UM748, N125 New transition level between Bremen ACC East and Karlsruhe UAC (FL315) New airspace structure for the International Airport Berlin Brandenburg Max sectors Enroute+APP Capacity increase p.a. 1% 0% 2% 0% Reference profile p.a. 0% 0% 1% 0% Special Impacts Additional Information ILA Berlin Schönefeld airport Expansion of Schönefeld airport to become Berlin Brandenburg Intl. FIFA Women Cup in Germany ILA Berlin Closure of Berlin Tegel airport Upgrade of P1/ATCAS system (PSS) is planned for Sector family East (end of 2009/2010). During the implementation phase capacity will be reduced by 20 to 30% for a period of 4 weeks 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Bremen ACC is zero minutes per flight. Expected Summer performance No problems are expected at Bremen ACC. 72

83 GERMANY LANGEN ACC Traffic forecast ACC Growth H 3% 7% 12% 16% Langen B -3% 0% 3% 7% L -10% -8% -5% -3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Germany: Capacity Plan Langen EDGG ACC Year Restructure of South airspace of Langen ACC (HAB/MAN /NKR/KNG) Restructure of APP airspace for 4th runway Frankfurt Upgrade of P1/ATCAS system (PSS) Measures planned AMRUFRA Adoption of the interface with LVNL Restructure of North airspace of Langen ACC (PAD/DKAE/DUS) Max sectors Enroute+APP Capacity increase p.a. 2% 1 1% 1 0% 0% Reference profile p.a. 0% 1% 4% 2% 4th RWY Frankfurt Special Impacts Military Exercise airport ELITE FIFA Cup Women in Germany Additional information 1 Capacity increase values still under discussion 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Langen ACC is zero minutes per flight. Expected Summer performance No problems are expected at Langen ACC. 73

84 GERMANY KARLSRUHE UAC Traffic forecast ACC Growth H 4% 9% 15% 20% (+12%) Karlsruhe B -2% 2% 6% 10% (+12%) L -9% -7% -3% -1% (+12%) Shortest Routes: + 3% % growth per ACC v. 2008, based on STATFOR MT Forecast Relocation of Munich upper airspace to Karlsruhe in 2013 adds an extra 12% traffic. Planned capacity enhancement measures and Sector evolution Germany: Capacity Plan Karlsruhe EDUU UAC Year Effects of the new ATM system (P1/VAFORIT) Measures planned New transition level Bremen / Karlsruhe Relocation of Munich Upper airspace to Karlsruhe Max sectors Capacity increase p.a. 0% 1% 2% 2% (+15%) Reference profile 4% 4% 5% 19% Special Impacts Additional Information Capacity bottlenecks due controller training for new ATM system (P1/VAFORIT) Airports: 4th RWY Frankfurt New Berlin BBI Capacity reduction by Implementation P1/VAFORIT 3rd RWY Munich airport Olympic Games in London Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Karlsruhe UAC is 1.8 minutes per flight. Expected Summer performance Shortage of controllers and staffing issues due to implementation of VAFORIT ATM system and planned integration of Munich UAC is likely to lead to the operation of reduced configurations throughout the period. 74

85 GERMANY MUNICH ACC Traffic forecast ACC Growth H 4% 9% 14% 20% (-27%) Munchen B -2% 2% 6% 9% (-27%) L -8% -6% -4% -1% (-27%) Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Relocation of Munich upper airspace to Karlsruhe in 2013 reduces traffic by 27%. Planned capacity enhancement measures and Sector evolution Germany: Capacity Plan Munich EDMM ACC Year Measures planned Restructure of sector family East Split TRG High in North/South Upgrade of P1/ATCAS system (PSS) Relocation of Munich upper airspace to Karlsruhe Max sectors Capacity increase p.a. 2% 3% 3% 2% (-30%) Reference profile 0% 2% 4% -26% Special Impacts Additional information Restructure of sector families INN Sector E/ W KPT Sector N/S New BAVARIAN Sector Capacity reduction due to training for Upgrade of P1/ATCAS system (PSS) is possible Implementation of Overflow Sector ALB High 3. RWY Munich airport Training for Relocation FIFA Women Cup 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Munich ACC is 0.1 minutes per flight. Expected Summer performance No problems are expected at Munich ACC. 75

86 GREECE ATHENS ACC Traffic forecast ACC Growth H 10% 16% 23% 29% Athens B 3% 8% 13% 18% L -3% 1% 4% 7% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Greece: Capacity Plan Athens LGGG ACC Year Improved ATS route network and airspace management Improved civil/military coordination Recruitment & training of controllers Availability of additional controllers FDPS upgrade to permit additional logical sectors Additional FDPS upgrades Measures planned OLDI with 3 peripheral airports, Izmir and Nicosia Implementation of MTCD 4 additional OLDI messages for silent radar transfers Max sectors Capacity increase p.a. 5% 5% 5% 5% Reference profile 5% 6% 4% 6% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Athens ACC is 1.7 minutes per flight. Expected Summer performance Shortage of controllers and staffing issues could lead to the continued operation of reduced configurations at Athens ACC. Potential bottleneck sectors: collapsed sectors 76

87 GREECE MAKEDONIA ACC Traffic forecast ACC Growth H 10% 18% 25% 32% Makedonia B 3% 8% 14% 19% L -4% 0% 4% 8% Shortest Routes: + 9% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Greece: Capacity Plan Makedonia LGMD ACC Year Improved ATS route network and airspace management Improved civil/military coordination Recruitment & training of controllers Availability of additional controllers Measures planned FDPS upgrade to permit additional logical sectors OLDI with 1 peripheral airport and Izmir Additional FDPS upgrades Implementation of MTCD 4 additional OLDI messages for silent radar transfers Max sectors Capacity increase p.a. 7% 5% 5% 5% Reference profile 7% 5% 3% 6% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Makedonia ACC is 1.7 minutes per flight. Expected Summer performance Shortage of controllers and staffing issues could lead to the continued operation of reduced configurations at Athens ACC. Potential bottleneck sectors: collapsed sectors 77

88 HUNGARY BUDAPEST ACC Traffic forecast ACC Growth H 10% 17% 26% 33% Budapest B 3% 8% 15% 20% L -5% -1% 4% 8% Shortest Routes: - 7% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Hungary: Capacity Plan LHCC ACC Year Optimisation of airspace structure Recruitment and training of controllers Measures planned Multi sector Integration of MODE S New ATCC planning New PC based hardware New ATM software Max sectors 9 09-Dec 09-Dec 09-Dec Capacity increase p.a. 4% 4% 4% 4% Reference profile (ACC) 1% 1% 3% 4% Additional information 10 controllers not yet allocated APP/ACC are expected to be licensed in Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Budapest ACC is zero minutes per flight. Expected Summer performance No problems are expected at Budapest ACC. 78

89 IRELAND DUBLIN ACC Traffic forecast ACC Growth H 5% 14% 23% 32% Dublin B -2% 5% 10% 17% L -8% -4% 0% 3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Ireland: Capacity Plan Dublin EIDW ACC Year Measures planned Improvement of route network at Manchester interface ATM System Upgrade New Control Tower Parallel Runway FAB with UK/NATS Significant Events Max sectors Capacity increase p.a. 8% 5% 30% 12% Reference profile 5% 6% 5% 9% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Dublin ACC is 0.3 minutes per flight. Expected Summer performance No problems are expected at Dublin ACC. 79

90 IRELAND SHANNON ACC Traffic forecast ACC Growth H 2% 8% 14% 20% Shannon B -2% 2% 6% 10% L -6% -4% -2% 1% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Ireland: Capacity Plan Shannon EINN ACC Year Extra sectors as required Measures planned ATM Upgrade FAB with UK/NATS Significant Events Max sectors Capacity increase p.a. 5% 5% 3% 5% Reference profile 3% 3% 6% 4% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Shannon ACC is zero minutes per flight. Expected Summer performance No problems are expected at Shannon ACC. 80

91 ITALY BRINDISI ACC Traffic forecast ACC Growth H 6% 12% 19% 25% Brindisi B -1% 3% 9% 13% L -7% -4% 0% 3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Italy: Capacity Plan Brindisi LIBB ACC Year Revised sector loads and sector optimisation Route network improvements VDL Mode 2 Measures planned Improved Mode S infrastructure DMEAN Flight Efficiency Plan ENAV Max sectors 6* 6* 6* 6* Capacity increase p.a. 3% 4% 4% 4% Reference profile 0% 0% 0% 1% Additional information * a maximum of 8 sectors could be opened depending on traffic demand and staff availability 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Brindisi ACC is zero minutes per flight. Expected Summer performance No problems are expected at Brindisi ACC. 81

92 ITALY MILAN ACC Traffic forecast ACC Growth H -1% 4% 9% 15% Milano B -8% -4% 0% 4% L -12% -10% -7% -4% Shortest Routes: -5% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Italy: Capacity Plan Milan LIMM ACC Year Revised sector loads and sector optimisation DMEAN actions Improvement of Mode S infrastructure PRNAV STARS at Milan Malpensa AMAN at Milan Malpensa VDL Mode 2 Measures planned Reorganisation of airspace over Aosta area (cross-border cooperation with skyguide) Reorganisation of Milano TMA Flight Efficiency Plan ENAV Max sectors Capacity increase p.a. 3% 3% 3% 4% Reference profile 4% 4% 4% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Milan ACC is zero minutes per flight. Expected Summer performance No problems are expected in Milan ACC. 82

93 ITALY PADOVA ACC Traffic forecast ACC Growth H 2% 7% 12% 19% Padova B -4% 0% 4% 8% L -9% -7% -4% -1% Shortest Routes: +7% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Italy: Capacity Plan Padova LIPP ACC Year Revised sector loads and sector optimisation Improved Mode S infrastructure Measures planned DMEAN actions Implementation of 13 th sector Implementation of terminal service for airports located within Padova area Flight Efficiency Plan ENAV Max sectors Capacity increase p.a. 5% 4% 4% 4% Reference profile 8% 4% 4% 5% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Padova ACC is zero minutes per flight. Expected Summer performance No problems are expected at Padova ACC. 83

94 ITALY ROME ACC Traffic forecast ACC Growth H 2% 8% 14% 20% Roma B -4% 0% 5% 10% L -8% -6% -2% 1% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Italy: Capacity Plan Rome LIRR ACC Year Revised sector loads and sector optimisation Optimum max configurations DMEAN actions VDL Mode 2 Flight Efficiency Plan ENAV Additional staff Measures planned (approx. 20/year until 2010) Improved Mode S infrastructure Implementation of P- RNAV in Roma TMA Reorganisation ALG area Max sectors 20* 21* 21* 21* Capacity increase p.a. 3% 4% 4% 4% Reference profile 3% 2% 4% 4% Additional information * maximum 23 sectors could be opened depending on traffic demand and staff availability 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Rome ACC is zero minutes per flight. Expected Summer performance No problems are expected at Rome ACC. 84

95 LATVIA RIGA ACC Traffic forecast ACC Growth H 7% 13% 22% 30% Riga B 0% 5% 11% 17% L -8% -4% 0% 5% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Latvia: Capacity Plan Riga EVRR ACC Year Measures planned Various ATM system improvements Significant Events Max sectors APP APP APP APP Capacity increase Sufficient capacity to meet expected demand Reference profile 3% 3% 6% 7% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Riga ACC is zero minutes per flight. Expected Summer performance No problems are expected at Riga ACC. 85

96 LITHUANIA VILNIUS ACC Traffic forecast ACC Growth H 1% 8% 17% 25% Vilnius B -5% 0% 7% 13% L -13% -9% -4% 1% Shortest Routes: +3% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Lithuania: Capacity Plan Vilnius EYVC ACC Year Measures planned Introduction of 3 rd sector Consolidation of operations of the new ATM system Significant Events Max sectors Capacity increase Sufficient capacity to meet expected demand Reference profile 0% 0% 0% 1% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Vilnius ACC is zero minutes per flight. Expected Summer performance No problems are expected at Vilnius ACC. 86

97 MALTA MALTA ACC Traffic forecast ACC Growth H 11% 18% 26% 34% Malta B 5% 10% 17% 21% L -1% 2% 7% 11% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Malta: Capacity Plan Malta LMMM ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Malta ACC is zero minutes per flight. Expected Summer performance No problems are expected at Malta ACC. 87

98 MOLDOVA CHISINAU ACC Traffic forecast ACC Growth H 15% 24% 37% 49% Chisinau B 6% 13% 22% 32% L -5% 3% 11% 17% Shortest Routes: +27% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Moldova: Capacity Plan Chisinau LUUU ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Chisinau ACC is zero minutes per flight. Expected Summer performance No problems are expected at Chisinau ACC. 88

99 THE NETHERLANDS AMSTERDAM ACC Traffic forecast ACC Growth H 1% 5% 9% 13% Amsterdam B -3% 0% 3% 6% L -9% -8% -5% -3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution The Netherlands: Capacity Plan Amsterdam EHAA ACC Year Measures planned Optimisation of ATS route network & procedures Significant Events Max sectors Capacity increase p.a. 2% 2% 2% 2% Reference profile (ACC) 0% 2% 2% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Amsterdam ACC is 0.3 minutes per flight. Expected Summer performance No significant problems are expected at Amsterdam ACC, although environmental constraints could generate higher delay than is expected. 89

100 NORWAY BODO ACC Traffic forecast ACC Growth H 5% 9% 12% 16% Bodo B 3% 5% 8% 10% L -2% -1% 0% 1% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Norway: Capacity Plan Bodo ENBD ACC Year Flexible rostering of ATC staff Measures planned Recruitment and training of air traffic controllers Revision of FUA operations Significant Events Max sectors oceanic oceanic oceanic oceanic Capacity increase Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Bodo ACC is zero minutes per flight. Expected Summer performance No problems are expected at Bodo ACC. 90

101 NORWAY OSLO ACC Traffic forecast ACC Growth H 3% 6% 11% 16% Oslo B -3% 0% 4% 6% L -8% -7% -5% -3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Norway: Capacity Plan Oslo ENOS ACC Year Flexible rostering of ATC staff Recruitment and training of air traffic controllers Measures planned Revision of FUA operations Implementation of Oslo ASAP (New Airspace Structure) Significant Events Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Oslo ACC is zero minutes per flight. Expected Summer performance No problems are expected at Oslo ACC. 91

102 NORWAY STAVANGER ACC Traffic forecast ACC Growth H 7% 9% 14% 18% Stavanger B 2% 5% 7% 9% L -5% -4% -3% -1% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Norway: Capacity Plan Stavanger ENSV ACC Year Flexible rostering of ATC staff Measures planned Recruitment and training of air traffic controllers Revision of FUA operations Significant Events Max sectors helicopter helicopter helicopter helicopter Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 2% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Stavanger ACC is zero minutes per flight. Expected Summer performance No problems are expected at Stavanger ACC. 92

103 POLAND WARSAW ACC Traffic forecast ACC Growth H 4% 12% 20% 29% Warsaw B -2% 4% 10% 16% L -8% -4% 1% 5% Shortest Routes: +4% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Poland: Capacity Plan Warsaw EPWW ACC Year Operational availability of the new ATM Consolidation of operations of the new ATM system system Measures planned Minor ATS route network improvements Improved sectorisation and ATS route network Additional sectors possibly up to 9 sectors Additional sectors possibly up to 10 sectors Additional sectors possibly up to 11 sectors Additional controllers Improved sector configurations and sector capacities Significant Events Technical and operational implementation of new EURO 2012 ATM system Max sectors 8 08-Sep 09-Oct 10-Nov Capacity increase p.a. 0% 10% 15% 15% Reference profile 8% 7% 9% 6% Additional information Maximum configuration of 8 sectors maintained in 2010 Some reduction in staff availability due to training for new system in Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Warsaw ACC is 2.1 minutes per flight. Expected Summer performance The operation of non-optimum sectorisation due to system limitations will continue to cause delay until the new ATM system is fully operational. Potential bottleneck sectors: D, G, J and T 93

104 PORTUGAL LISBON ACC Traffic forecast ACC Growth H 3% 8% 13% 18% Lisbon B -2% 1% 5% 9% L -8% -7% -4% -3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Portugal: Capacity Plan Lisbon LPPC ACC Year Consolidation of operations of free route airspace above FL245 Improved rostering and sector opening schemes Improved airspace management and sector opening schemes Revised sector loads and sector optimisation Measures planned Additional controllers Improve ATS Route Network Implementation of Precision Area Navigation RNAV (PRNAV) Extend FUA with dynamic airspace management OLDI links enhancements MTCD and conformance monitoring New sector Significant Events Max sectors 10 (8 ENR+2 TMA) 10 (8 ENR+2 TMA) 10 (8 ENR (8-9 TMA) ENR+2-3 TMA) Capacity increase p.a. 3% 3% 3% 3% Reference profile 2% 5% 5% 2% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Lisbon ACC is 0.2 minutes per flight. Expected Summer performance No problems are expected for Lisbon ACC. 94

105 ROMANIA BUCHAREST ACC Traffic forecast ACC Growth H 12% 22% 32% 42% Romania B 5% 12% 19% 26% L -2% 2% 7% 13% Shortest Routes: - 3% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Romania: Capacity Plan Bucharest LRBB ACC Year Measures planned ATS route network and sectorisation improvements Significant Events Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Bucharest ACC is zero minutes per flight. Expected Summer performance No problems are expected at Bucharest ACC. 95

106 SERBIA BELGRADE ACC Traffic forecast ACC Growth H 11% 18% 26% 33% Belgrade B 4% 9% 14% 20% L -4% -1% 4% 7% Shortest Routes: +6% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Serbia: Capacity Plan Belgrade LYBA ACC Year Route network Development Improved airspace management Flexible use of staff Civil/military coordination improvement Additional controllers Measures planned Reorganisation of lower airspace establishment of FIC New ops room and system modernisation FAMUS (new DPS with CDTools, MONA, SYSCO...; new VCS, new AMHS, TRS,...) Consolidated operation of the FAMUS Consolidated operation of the FAMUS Improvement of TMA airspace organisation and introduction of RNAV in TMA Consolidation of ACC/APP into single ops room Max sectors Capacity increase p.a. 3% 5% 7% 8% Reference profile 4% 6% 4% 6% Additional information SMATSA delay target is zero minutes per flight Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Belgrade ACC is zero minutes per flight. Expected Summer performance No problems are expected at Belgrade ACC. 96

107 SLOVAK REPUBLIC BRATISLAVA ACC Traffic forecast ACC Growth H 9% 16% 24% 33% Bratislava B 1% 7% 13% 19% L -7% -3% 2% 6% Shortest Routes: +13% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Slovak Republic: Capacity Plan Bratislava LZBB ACC Year Continuous improvements of the route network and sectorisation Adaptation of sector opening times Improved flow and capacity management techniques Measures planned Improved staff deployment Additional controllers New ATC system Improved route network, sectorisation and configurations Max sectors Capacity increase p.a. 10% 5% 5% 5% Reference profile 7% 6% 8% 5% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Bratislava ACC is zero minutes per flight. Expected Summer performance No problems are expected at Bratislava ACC. 97

108 SLOVENIA LJUBLJANA ACC Traffic forecast ACC Growth H 7% 13% 21% 28% Ljubljana B 0% 5% 10% 14% L -7% -4% -1% 3% Shortest Routes: +14% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Slovenia: Capacity Plan Ljubljana LJLJ ACC Year Implementation of new ops room Additional ATCOs will be recruited as necessary One additional sector (if required) Measures planned ATS route network and traffic organisation changes Improved ATFCM Flexible sector configurations (max 5 sectors) Upgrade of radar to Mode S Significant Events Max sectors Capacity increase p.a. 3% 0% 7% 5% Reference profile 4% 7% 4% 6% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Ljubljana ACC is zero minutes per flight. Expected Summer performance No problems are expected at Ljubljana ACC. 98

109 SPAIN BARCELONA ACC Traffic forecast ACC Growth H 1% 7% 13% 18% Barcelona B -4% 0% 4% 9% L -12% -10% -7% -4% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Spain: Capacity Plan Barcelona LECB ACC Year ATC system upgrades Optimised sector configurations Staff rostering improvement Additional controllers Measures planned LECB/ LEPA interface sector reorganisation PRNAV structure for TMAs Route structure improvements Madrid - Baleares New building Valencia TACC Significant Events 13ACC 13ACC 13ACC 13ACC Max sectors 5 APP LEBL 7APP LEBL 7APP LEBL 7APP LEBL 4 APP LECL 5 APP LECL 5 APP LECL 5 APP LECL apacity increase p.a. (ACC 4% 4% 4% 4% Reference profile (ACC) 5% 4% 7% 2% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Barcelona ACC is 0.1 minutes per flight. Expected Summer performance No problems are expected for Barcelona ACC. 99

110 SPAIN CANARIAS ACC Traffic forecast ACC Growth H 1% 6% 11% 17% Canaries B -3% 0% 3% 6% L -10% -9% -7% -4% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Spain: Capacity Plan Canarias GCCC ACC Year Optimised sector configurations ATM system upgrade Measures planned PRNAV structure for Additional controllers TMAs Significant Events Max sectors 8 (4 APP/3+1ENR) 8 (4 APP/3+1ENR) 8 (4 8 (4 APP/3+1ENR) APP/3+1ENR) Capacity increase p.a. 0% 0% 0% 0% Reference profile 0% 0% 1% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Canarias ACC is zero minutes per flight. Expected Summer performance No problems are expected at Canarias ACC. 100

111 SPAIN MADRID ACC Traffic forecast ACC Growth H 0% 5% 10% 15% Madrid B -4% -1% 2% 6% L -10% -9% -7% -5% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Spain: Capacity Plan Madrid LEMD ACC Year Optimised sector configurations ATM system upgrade Measures planned Additional controllers Staff rostering improvement Independent parallel runway ops at LEMD PRNAV structure for TMAs Max sectors 17 ACC 20 ACC 23 ACC 23 ACC 10 APP 10 APP 10 APP 10 APP apacity increase p.a. (ACC 6% 6% 6% 6% Reference profile (ACC) 5% 3% 6% 4% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Madrid ACC is 0.5 minutes per flight. Expected Summer performance No big problems are expected. Airspace solutions are available for some of the congested sectors firm proposals and their timely implementation is essential to an improved performance when traffic growth again accelerates. Potential bottleneck sectors: DOM, CJL, PAL, PAU, TLU 101

112 SPAIN PALMA ACC Traffic forecast ACC Growth H 8% 14% 19% 24% Palma B 2% 6% 10% 14% L -8% -5% -2% 0% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Spain: Capacity Plan Palma LEPA ACC Year Optimised sector configurations ATM system upgrade Measures planned Additional controllers PRNAV structure for TMAs Significant Events Max sectors 3 (+4 APP) 3 (+4 APP) 3 (+4 APP) 3 (+4 APP) Capacity increase p.a. 2% 2% 2% 2% Reference profile 1% 2% 3% 2% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Palma ACC is 0.1 minutes per flight. Expected Summer performance No significant problems are expected in Palma ACC. 102

113 SPAIN SEVILLA ACC Traffic forecast ACC Growth H 2% 8% 14% 20% Sevilla B -1% 2% 7% 10% L -9% -7% -4% -1% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Spain: Capacity Plan Seville LECS ACC Year Optimised sector configurations ATM system upgrade Additional controllers Measures planned Staff rostering improvement New airspace structure for Malaga TMA based on PRNAV Significant Events Max sectors 6ACC+2 APP 6ACC+2 APP 6ACC+2 APP 6ACC+2 APP Capacity increase p.a. 5% 5% 5% 5% Reference profile 0% 3% 6% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Seville ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Seville ACC. 103

114 SWEDEN MALMO ACC Traffic forecast ACC Growth H 0% 6% 12% 18% Malmo B -4% 0% 4% 9% L -10% -8% -5% -2% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Sweden: Capacity Plan Malmo ESMM ACC Year Measures Planned Significant Events Max sectors System upgrade through planned software releases New Eurocat platform (COOPANS) implementation Implementation of FRAS (including evolving tfc above FL 285) Gradual availability of additional controllers NUAC implementation * 10+1* 10+1* *More sectors might be opened if required, depending on traffic, staff availability, and FAB initiatives. Capacity increase p.a. Sufficient capacity to meet expected demand Reference profile 4% 3% 4% 3% Additional information additional controllers each year in Sweden, optimum staffing levels expected by NUAC implementation is provisionally planned in the timeframe , with the aim to increase efficiency and reduce costs for Air Navigation Services initially in Sweden and Denmark Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Malmö ACC is zero minutes per flight. Expected Summer performance No problems are expected at Malmo ACC. 104

115 SWEDEN STOCKHOLM ACC Traffic forecast ACC Growth H -1% 3% 9% 13% Stockholm B -7% -3% 1% 4% L -12% -10% -7% -5% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Sweden: Capacity Plan Stockholm ESSO ACC Year Measures Planned Significant Events Max sectors System upgrade through planned software releases Implementation of FRAS(including evolving tfc above FL285 north 61 N) New Eurocat platform (COOPANS) implementation Implementation of FRAS (including evolving tfc above FL285 south of 61 N) Gradual availability of additional controllers NUAC implementation * 10+3* 10+3* *More sectors might be opened if required, depending on traffic, staff availability, and FAB initiatives. Capacity increase p.a. Sufficient capacity to meet expected demand Reference profile 0% 0% 0% 0% additional controllers each year in Sweden, optimum staffing levels expected by Additional information NUAC implementation is provisionally planned in the timeframe , with the aim to increase efficiency and reduce costs for Air Navigation Services initially in Sweden and Denmark Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Stockholm ACC is zero minutes per flight. Expected Summer performance No problems are expected at Stockholm ACC. 105

116 SWITZERLAND GENEVA ACC Traffic forecast ACC Growth H 2% 6% 10% 15% Geneva B -5% -1% 2% 5% L -11% -10% -7% -5% Shortest Routes: -4% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Switzerland: Capacity Plan Geneva LSAG ACC Year Increased staff levels Measures planned SYSCO ATFCM / DMEAN processes New sectorisation New Stripless HMI FABEC - ATFCM / ASM Datalink CPDLC Mode S enhanced surveillance Significant Events Max sectors 8-9 ( ) 9 (6 + 3) 9 (6 + 3) 9 Capacity increase p.a. 0% - 4% 0% - 2% 0% - 1% 8% - 15% Reference profile 4% 4% 4% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Geneva ACC is 0.3 minutes per flight. Expected Summer performance No significant problems are foreseen for Geneva ACC, provided that sufficient controllers are available to open optimum configurations. 106

117 SWITZERLAND ZURICH ACC Traffic forecast ACC Growth H 3% 8% 12% 17% Zurich B -3% 0% 3% 6% L -10% -9% -6% -4% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Switzerland: Capacity Plan Zurich LSAZ ACC Year Increased staff levels Measures planned SYSCO ATFCM / DMEAN processes Mode S enhanced surveillance FABEC ATFCM / ASM Datalink CPDLC New sectorisation Implementation of stripless system Significant Events Max sectors Capacity increase p.a. 3% - 7% 3% - 6% 1% - 2% 9% - 16% Reference profile 3% 3% 3% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Zurich ACC is 0.6 minutes per flight. Expected Summer performance No significant problems are foreseen for Zurich ACC, provided that sufficient controllers are available to open optimum configurations. 107

118 TURKEY ANKARA ACC Traffic forecast ACC Growth H 12% 22% 34% 45% Ankara B 9% 18% 27% 36% L -1% 5% 12% 19% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Turkey: Capacity Plan Ankara LTAA ACC Year New Ankara ACC (Max Consolidation of 25 physical sectors + 5 operations of ATM optional) - system upgrade and Implementation of sectorisation SMART system Improved civil/military coordination Improved surveillance infrastructure (Replacement of current stations and addition of new sensors) Measures planned Implementation of A/G and G/G communications infrastructure improvements ATS route structure development Reduction of radar separation in Turkish airspace Additional controllers 10 sector configuration for Ankara ACC Revised upper airspace sectorisation (20 sectors + FL245) and Reconfiguration of ACC/APP with DFL 245 and 325) Significant Events Training for transition to SMART and new Ankara ACC (all Turkish airspace above FL 245) Max sectors Capacity increase p.a. 10% N/A Sufficient capacity 10% 10% available Reference profile 2% 166 flights/hr 4% 6% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Ankara ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Ankara ACC. 108

119 TURKEY ISTANBUL ACC Traffic forecast ACC Growth H 11% 21% 32% 44% Istanbul B 5% 14% 22% 31% L -2% 4% 11% 18% Shortest Routes: -6% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Turkey: Capacity Plan Istanbul LTBB ACC Year Measures planned Consolidation of operations of ATM system upgrade and sectorisation Implementation of SMART system Improved civil/military coordination Improved surveillance infrastructure (Replacement of current stations and addition of new sensors) Implementation of A/G and G/G communications infrastructure improvements ATS route structure development Reduction of radar separation in Turkish airspace Additional controllers Maximum 4 sector configuration Transfer of airspace + FL245 to Ankara ACC Additional sectors for Istanbul APP below FL245 Significant Events Training for transition to SMART & new Ankara ACC (all Turkish airspace > FL 245) Max sectors 4 4 (below FL245) 4 (below FL245) 4 (below FL245) Capacity increase p.a. 10% N/A Sufficient capacity 10% 10% available Reference profile 0% 79 flights/hr 6% 4% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Istanbul ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Istanbul ACC. 109

120 TURKEY IZMIR ACC Traffic forecast ACC Growth H 11% 20% 30% 41% Izmir B 11% 18% 26% 36% L -3% 2% 8% 14% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Year Measures planned Consolidation of operations of ATM system upgrade and sectorisation Implementation of SMART system Improved civil/military coordination Improved surveillance infrastructure (Replacement of current stations and addition of new sensors) Implementation of A/G and G/G communications infrastructure improvements ATS route structure development Reduction of radar separation in Turkish airspace Additional controllers Transfer of airspace >FL245 to Ankara ACC Training for transition to SMART and new Significant Events Ankara ACC (all Turkish airspace > FL 245) Max sectors 4 5 (below FL245) 5 (below FL245) 5 (below FL245) Capacity increase p.a. 10% Sufficient capacity 10% 10% Reference profile 8% 42 flights/hr 5% 7% Additional information Turkey: Capacity Plan for Izmir ACC 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Izmir ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Izmir ACC. 110

121 UKRAINE KHARKIV ACC Traffic forecast ACC Growth H 8% 17% 28% 41% Kharkiv B 2% 10% 18% 28% L -3% 3% 10% 17% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Ukraine: Capacity Plan Kharkiv UKHV ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 2% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Kharkiv ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Kharkiv ACC. 111

122 UKRAINE KYIV ACC Traffic forecast ACC Growth H 8% 18% 30% 42% Kyiv B 0% 8% 19% 27% L -5% 1% 10% 17% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Ukraine: Capacity Plan Kyiv UKBV ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 1% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Kyiv ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Kyiv ACC. 112

123 UKRAINE L VIV ACC Traffic forecast ACC Growth H 9% 18% 28% 39% L'viv B 3% 9% 17% 25% L -2% 2% 8% 14% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Ukraine: Capacity Plan Lviv UKLV ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for L viv ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for L viv ACC. 113

124 UKRAINE ODESA ACC Traffic forecast ACC Growth H 11% 22% 37% 47% Odesa B 1% 10% 24% 32% L -4% 2% 13% 21% Shortest Routes: +5% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Ukraine: Capacity Plan Odesa UKOV ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 0% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Odesa ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Odesa ACC. 114

125 UKRAINE SIMFEROPOL ACC Traffic forecast ACC Growth H 11% 20% 31% 42% Simferopol B 5% 12% 21% 29% L -1% 5% 12% 18% Shortest Routes: +13% % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Ukraine: Capacity Plan Simferopol UKFV ACC Year Measures planned Max sectors Capacity increase Sufficient capacity to meet demand Reference profile 0% 0% 1% 0% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Simferopol ACC is zero minutes per flight. Expected Summer performance No problems are foreseen for Simferopol ACC. 115

126 UNITED KINGDOM LONDON ACC Traffic forecast ACC Growth H 1% 5% 9% 13% London ACC B -4% 0% 3% 5% L -10% -8% -5% -3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution UK: Capacity Plan London Enroute EGTT ACC Year Traffic Management Improvements Adaptation of sector configurations to demand Flexible use of existing staff (including cross-sector training) Improved ATFCM Complexity reduction and improved traffic presentation between sectors / ANSPs Measures planned ifacts Significant events Direct night overflying routes UK-Ireland FAB Training for ifacts Daventry Sector development, including closely spaced routes (PRNAV/RNP) Summer Olympic Games Northern/Upper sector development Max positions Capacity increase p.a. 1% 5% 5% 3% Reference profile 3% 3% 3% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for London ACC is 0.7 minutes per flight. Expected Summer performance Training for the new ATM system combined with increased demand on busy sectors during peak hours (in spite of overall reduction in traffic) could lead to reduced configurations and higher than expected delays. 116

127 UNITED KINGDOM LONDON TC Traffic forecast ACC Growth H 0% 3% 6% 9% London TC B -4% -1% 2% 4% L -9% -8% -5% -3% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution UK: Capacity Plan London Terminal EGTT TC Year Traffic Management Improvements Adaptation of sector configurations to demand Flexible use of existing staff Improved ATFCM Complexity reduction and improved traffic presentation between sectors / ANSPs Measures planned LHR Mixed Mode TC Midlands NW Stage I TC North Collaborative TMA developments TC Tools (e.g. EFD in 2010) Significant events Summer Olympic Games Max positions Capacity increase p.a. 1% 3% 3% 3% Reference profile 2% 2% 3% 1% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for London TC is 0.2 minutes per flight. Expected Summer performance No significant problems are foreseen for London TC. 117

128 UNITED KINGDOM NEW PRESTWICK ACC Traffic forecast New Prestwick (merging of Manchester & Scottish ACCs) ACC Growth H -1% 2% 7% 11% New Prestwick B -5% -3% 0% 3% L -10% -9% -7% -5% Shortest Routes: No significant Impact % growth per ACC v. 2008, based on STATFOR MT Forecast Planned capacity enhancement measures and Sector evolution Year Traffic Management Improvements Adaptation of sector configurations to demand Flexible use of existing staff Improved ATFCM Complexity reduction and improved traffic presentation between sectors / ANSPs Measures planned UK: Capacity Plan New Prestwick EGPX ACC Minor airspace developments for Manchester TMA Restructuring of Manchester TMA with benefits in 2014 Direct night overflying routes UK-Ireland FAB EFD DCS/Montrose Significant events Dublin TMA Developments Max sectors Capacity increase p.a. 2% 2% 2% Reference profile Capacity of 242 6% 3% 3% Additional information 2010 Enroute Summer delay forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Prestwick ACC is 0.1 minutes per flight. Expected Summer performance The integration of Manchester and Scottish into Prestwick ACC could result in reduced configurations during the training and implementation phases. 118

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130 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT ANNEX 2 : AIRPORTS This section presents information about each of the 25 airports identified as having a potential effect upon the network in terms of ATFCM delays. The following data is reported if available: Airport location, IATA and ICAO airport code 1. Traffic and Forecasts: Traffic development from 2000 to actual and traffic forecast until 2014 for departures and arrivals IFR movements yearly grown 2. Declared Capacity Maximum runway capacities for both arrivals and departures, as well as the global capacity. (source: Airport Unit - Airport database info provided by the airports last March 2009) 3. Planned Activities Local Airport Capacity Enhancement Measures - Mid-/Long Term (1 to 15 years) (source: Airport Unit - Airport database info provided by the airports last March 2009) Joint EUROCONTROL Projects: Status of the implementation activities in support of DMEAN: Airside Capacity Enhancement (ACE) Analysis and Delay Reduction Airport Collaborative Decision Making (A-CDM) (source: Airport Unit - Airport database info provided by the airports last March 2009) 4. TMA/Approach Versus Airport Capacity & Changes foreseen in TMA (source: Airport Unit - Airport database info provided by the airports last March 2009) 5. Changes foreseen in Traffic mix (source: Airport Unit - Airport database info provided by the airports last March 2009) 120

131 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST ALICANTE AIRPORT ALC/ LEAL Scenario Actual 7.15% 6.85% 2.45% 4.43% Base 4.52% 4.13% 0.76% 1.24% 4.13% 3.51% 3.69% High 7.39% 5.68% 5.62% 5.30% 2.64% 1.65% 4.80% Low 1.98% 0.12% -0.26% 2.45% 2.86% 2.19% 2.44% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : PLANNED ACTIVITIES: Mid- / Long-Term (1 to 15 years) On going / Planned: Not reported Airport Capacity Enhancement Measures Status: Not planned Status: Not planned Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Analysis and Delay Reduction Airport CDM Implementation Local Airport CDM Implementation Status: AENA / EUROCONTROL Joint Action Plan established. In line with the action plan Airport CDM will not commence in Alicante before Palma or Madrid. No plan for the moment. Integration of Airports into the network (DPI, FUM) Status: Not planned 121

132 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA Not reported 5. TRAFFIC MIX Changes foreseen in traffic mix? Not reported 6. OPERATIONAL CONTACTS Airport Operator: Santiago Gonzalez Tablas Lazaro sgtables@aena.es Head of ATFCM - AENA - Spain ANSP: Santiago Gonzalez Tablas Lazaro sgtables@aena.es Head of ATFCM - AENA - Spain 122

133 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST AMSTERDAM AIRPORT AMS/ EHAM Scenario Actual 2.23% 0.88% 4.49% 3.20% Base 2.11% 3.23% 3.88% 3.14% 3.52% 2.96% 2.65% High 5.66% 4.24% 4.03% 4.07% 4.46% 3.63% 3.56% Low -0.07% 1.80% 2.37% 2.11% 2.53% 1.39% 1.66% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : Additional Information / Previously reported: More detailed information is available via the following link: Capacity prognosis: ( This webpage shows the Inbound and Outbound Capacity Forecast at Amsterdam Airport Schiphol, produced by a forecast model that is based on:. Technical runway availability Airport authority. Meteo forecasts (KNMI) 3. PLANNED ACTIVITIES: Mid- / Long-Term (1 to 15 years) On going / Planned: Not reported Airport Capacity Enhancement Measures Status: Not reported Status: Not reported Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Analysis and Delay Reduction Airport CDM Implementation Local Airport CDM Implementation Status: Gap Analysis completed. Airport CDM implementation continues well and on track. Eurocontrol CDM team completed local one day training courses. One of the days was dedicated to the partners' higher management. 123

134 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Integration of Airports into the network (DPI, FUM) Status: Expected later in 2009 Benefits: Improved planning information available to the European Network at an early stage 4. TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA Not reported 5. TRAFFIC MIX Changes foreseen in traffic mix? None 6. OPERATIONAL CONTACTS Airport Operator: M. Van der Meer - Meer_M@schiphol.nl - Physical Capacity advisor ANSP: Mr. Fred Bloem - ATFCM/FMP manager f.j.bloem@lvnl.nl / Frank Dijkgraaf Manager Operations Support and Development f.c.dijkgraaf@lvnl.nl 124

135 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST BARCELONA AIRPORT BCN/ LEBL Scenario Actual 2.75% 5.40% 6.14% 7.44% Base 4.96% 3.34% 4.03% 4.61% 4.76% 4.17% 4.33% High 8.41% 6.02% 4.70% 3.19% 3.21% 3.10% 3.00% Low 1.93% 1.36% 2.31% 3.51% 3.34% 2.63% 2.92% 2. DECLARED CAPACITY Capacities for different runway configurations Runway Config.: Max Arrivals : Max Departures: Global : Optimum 05:00-20: :30-03: :00-04: :30-22: PLANNED ACTIVITIES: Mid- / Long-Term (1 to 15 years) On going / Planned: Not reported Status: Planned on 2009 Status: Planned on 2009 Airport Capacity Enhancement Measures Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Analysis and Delay Reduction Airport CDM Implementation Local Airport CDM Implementation Status: AENA / EUROCONTROL Joint Action Plan established. Gap analysis to commence 2009 in line with joint AENA / EUROCONTROL action plan. 125

136 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Integration of Airports into the network (DPI, FUM) Status: Expected by TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA Not reported 5. TRAFFIC MIX Changes foreseen in traffic mix? Not reported 6. OPERATIONAL CONTACTS Airport Operator: Santiago Gonzalez Tablas Lazaro sgtables@aena.es Head of ATFCM - AENA - Spain Elisa Callejo Tamayo ecallejo@aena.es ANSP: Santiago Gonzalez Tablas Lazaro sgtables@aena.es Head of ATFCM - AENA - Spain Gonzalo Alonso 126

137 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST BRUSSELS AIRPORT BRU/ EBBR Scenario Actual -0.05% 0.74% 0.60% 3.93% Base 1.21% -2.70% 2.13% 2.77% 2.94% 2.46% 2.62% High 4.47% -1.57% 3.35% 3.57% 3.82% 2.91% 2.99% Low -0.89% -3.48% 1.78% 1.88% 2.17% 1.49% 1.81% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : Additional Information / Previously reported: These declared capacities are valid from 07.00LT till 22.59LT The declared capacity between 06.00LT and 06.59LT is equal to 35 movements per hour The capacity during nighttime (23.00LT till 05.59LT) is noise driven 3. PLANNED ACTIVITIES: Mid- / Long-Term (1 to 15 years) On going / Planned: Nothing reported. Airport Capacity Enhancement Measures Status: Nothing reported. Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Analysis and Delay Reduction Status: Delay Analysis Meeting held in February Environmental issues to be incorporated into ACE Delay Analysis Report. Local Airport CDM Implementation Status: Fully Implemented but DPI trials continue Airport CDM Implementation 127

138 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Integration of Airports into the network (DPI, FUM) Status: 2009 Q2 4. TMA / APPROACH Does TMA / Approach constrain airport capacity? Yes Changes foreseen in TMA Holdings are not situated optimally, airspace (vectoring area) differs significantly according to the rwy configuration 5. TRAFFIC MIX Changes foreseen in traffic mix? Yes A 30% decrease of MD11 & B OPERATIONAL CONTACTS Airport Operator: Kristoff De Winne ANSP: Marc Matthys - Belgocontrol - Capacity, CDM & Punctuality

139 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST BUDAPEST AIRPORT BUD/ LHBP Scenario Actual 27.50% 13.60% 0.84% -1.71% Base 1.35% 5.85% 5.92% 5.86% 6.30% 5.52% 5.52% High 5.11% 7.75% 7.72% 7.32% 8.04% 6.74% 6.93% Low -1.82% 3.94% 4.16% 4.34% 4.45% 3.74% 4.00% 2. DECLARED CAPACITY Capacities for different runway configurations Runway Config.: Max Arrivals : Max Departures: Global : All 26 No restrictions Additional Information / Previously reported: The conditions which trigger a change of the active runway in use: When tailwind component of surface wind reaches or exceeds 5 knots, the runway direction shall be changed. Capacity have been determined for most environmental constrained configuration. The capacity is: 1.) A maximum arrival capacity 26/hour 2.) During weekends and public holidays, in case of use landing direction 13, due to environmental reason, arrival capacity is down to 22/hour. 3. PLANNED ACTIVITIES: Mid- / Long-Term (1 to 15 years) On going / Planned: New RETs for RWY 13R Airport Capacity Enhancement Measures Benefits: Increase arrival capacity Implementation date(s): Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Status: Budapest has successfully finalized an airside capacity enhancement exercise and the findings are provided in the final airside capacity enhancement report. As a result, comparing operational performance between 2007 and 2008 the analysis showed a reduction of arrival runway occupancy time for the major arrival runway 31R and reductions in pilot reaction times to line-up and take-off clearances. Modelling indicated that arrival throughput on runway 31R increased from 27 to 29 movements per hour and on runway 13R from 21 to 24) movements respectively per hour. Modelled departure capacity remained unchanged at 27 movements per hour for all runways. A local ACE team has been created at Budapest, including all stakeholders, and this will continue to monitor and develop airside capacity enhancement measures. 129

140 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Status: None Analysis and Delay Reduction Airport CDM Implementation Local Airport CDM Implementation Status: Airport CDM Implementation still on hold. Trial process is underway the handling companies are providing TOBT to the Airport Operator. Integration of Airports into the network (DPI, FUM) Status: Expected by TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA New sectorisation 5. TRAFFIC MIX Changes foreseen in traffic mix? No changes expected 6. OPERATIONAL CONTACTS Airport Operator: Mr. Zoltan Ormandi - Budapest airport Pte Ltd- Head of division Airside Operations- zoltan.ormandi@bud.hu ANSP: Mr. Peter Szaloky - Hungarocontrol Pte Ltd, Head of Aerodrome ATS - peter.szaloky@hungarocontrol.hu 130

141 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST COPENHAGEN AIRPORT CPH/ EKCH Scenario Actual 4.93% -1.03% -4.15% -0.32% Base 1.90% 2.69% 1.80% 2.66% 2.96% 2.47% 2.76% High 4.69% 3.97% 3.94% 3.51% 3.75% 3.15% 3.60% Low -0.09% 1.29% 1.68% 1.62% 1.99% 1.45% 1.80% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : Optimum Y Additional Information / Previously reported: Is determined tactical based on the conditions on the given day. Usually it is only changed when operating single runway or in bad weather. 3. PLANNED ACTIVITIES: Mid- / Long-Term (1 to 15 years) On going / Planned: Not reported Airport Capacity Enhancement Measures Status: Nothing to report Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Analysis and Delay Reduction Status: The present capacity matches very well with the demand. There is still spare capacity for a traffic increase 131

142 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Airport CDM Implementation Local Airport CDM Implementation Status: Currently no joint A-CDM activity with EUROCONTROL, but there is a Local CDM between CPH, major airlines using CPH and Supervisor Copenhagen ACC/TWR/APP. Twice a day a short briefing about what to expect takes place. Benefits: There is a good understanding of what to expect on the shift between all stakeholders. Integration of Airports into the network (DPI, FUM) Status: Nothing planned 4. TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA No 5. TRAFFIC MIX Changes foreseen in traffic mix? No 6. OPERATIONAL CONTACTS Airport Operator: Bo Gryckdal Director of Operations, , b.gryckdal@cph.dk ANSP: Pernille Ladefoged - FMP Manager - Naviair - D: M: , plg@naviair.dk 132

143 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST DUBLIN AIRPORT DUB/ EIDW Scenario Actual 2.66% 2.20% 5.42% 8.13% Base 6.19% 6.06% 6.58% 6.26% 7.03% 6.25% 6.33% High 8.77% 8.28% 8.74% 8.59% 9.40% 8.80% 9.52% Low 3.83% 3.81% 4.14% 4.31% 4.62% 3.94% 4.03% 2. DECLARED CAPACITY Capacities for different runway configurations Runway Config.: Max Arrivals : Max Departures: Global : See below 28 per hour 31 per hour Total mvts 48 per hour Additional Information / Previously reported: The airports declared capacity is for the main runway (rwy10/28) which handles 95% of traffic. The capacity of the crosswind runway (rwy16/34) is lower but declared capacity does not change. 3. PLANNED ACTIVITIES: Airport Capacity Enhancement Measures Mid- / Long-Term (1 to 15 years) On going / Planned: DUB is planning to construct a parallel runway within the coming years. The runway was planned to be delivered in late 2012 but now may be deferred due to falling expected traffic levels. Benefits: Yields significant extra runway capacity moving from a single runway operation to parallel runway system. Implementation date(s): To be confirmed ref current economic climate. Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Status: DUB has implemented many aspects of the ACE programme since 2004 including reduced separations, minimising runway occupancy times and pilot awareness documents (similar to EUROCONTROL Free up the Runway publication. 133

144 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Benefits: Peak hour capacity has increased from is 44 mvts per/hr in 2004 to 48 mvts per/hr in 2008 Status: This programme has not been initiated at DUB Analysis and Delay Reduction Airport CDM Implementation Local Airport CDM Implementation Status: CDM Gap Analysis completed and all recommendations accepted. DAA and the IAA are supportive of the plan to implement CDM at Dublin Airport. Airport CDM Project Manager appointed Sep Benefits: none to report yet as project is at an early stage. Integration of Airports into the network (DPI, FUM) Status: Expected by Benefits: Expected delay reduction at DUB 4. TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA Not applicable 5. TRAFFIC MIX Changes foreseen in traffic mix? No significant changes expected in the next few years 6. OPERATIONAL CONTACTS Airport Operator: Kevin Conheady Schedules Control Manager, DAA Kevin.Conheady@daa.ie ANSP: Kevin McGrath ATC Operations Manager, IAA kevin.mcgrath@iaa.ie 134

145 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST FLORENCE AIRPORT FLR/ LIRQ Scenario Actual -3.65% 7.05% % 27.90% Base 4.08% 4.51% 7.09% 3.08% 4.16% 2.97% 2.90% High 7.69% 5.77% 4.62% 4.15% 5.13% 3.47% 3.37% Low 0.93% 2.97% 2.31% 2.27% 2.60% 1.96% 2.10% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : 10 Not available PLANNED ACTIVITIES: Mid- / Long-Term (1 to 15 years) On going / Planned: Not reported Airport Capacity Enhancement Measures Status: Not available Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Analysis and Delay Reduction Status: Start date for Delay Analysis to be defined. Local Airport CDM Implementation Status: Not available Airport CDM Implementation Integration of Airports into the network (DPI, FUM) Status: Not available 135

146 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA Not reported 5. TRAFFIC MIX Changes foreseen in traffic mix? No 6. OPERATIONAL CONTACTS Airport Operator: AdF Luca ERMINI l.ermini@ aeroporto.firenze.it Tel ANSP: ENAV SpA Mariano LONGO mlongo@enav.it Tel ENAV SpA Aldo Daniele CRISAFULLI adcrisafulli@enav.it Tel

147 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST FRANKFURT AIRPORT FRA/ EDDF Scenario Actual 3.05% 1.72% -1.64% 0.60% Base 3.33% 3.53% 0.68% 0.00% 11.00% 3.10% 3.12% High 6.48% 1.16% 0.00% -0.00% 19.60% 4.30% 2.89% Low 1.17% 2.29% 2.20% 1.84% 2.76% 1.54% 2.07% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : Additional Information / Previously reported: Main operational runway configuration is Runway 25 and 18 (only Departures). If runway in use is changed to direction 07 the capacity value remains unchanged as long as wind situation allows using Runway 18 for departures. For maximum traffic flow, RWY18 (only available for departures) is generally assigned to departures to the W, SW, S and SE. (if tailwind component is fewer then 15kts). 3. PLANNED ACTIVITIES: Airport Capacity Enhancement Measures Mid- / Long-Term (1 to 15 years) On going / Planned: NEW RWY (northeast), new Terminal 3, new RTEs. Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Status: New RWY (northwest), planned for Benefits: Increase of declared hourly capacity to

148 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Analysis and Delay Reduction Status: Delay analysis has been undertaken and a report summarising the delay issues for Frankfurt has been sent to DFS and FRAPORT. Airport CDM Implementation Local Airport CDM Implementation Status: After the mutual agreement on the necessity for an Airport CDM project at Frankfurt Airport, a preparatory workshop was held in May 2008 with attendance of all partners including Eurocontrol. The Kickoff Meeting for the project Airport CDM was held at Frankfurt Airport on May 19th 2008, with participation by the prospcetive members which consist of the steering committee, the project leaders and the central workgroup, all of whom were either from FRAPORT or DFS. The first results to be agreed upon were the creation of a Memorandum of Understanding (MoU) between FRAPORT and the DFS, as well as a rough planning for the project structure and the execution of the project itself (e.g. GAP analysis). Airport CDM@FRA aims at developing and implementing a corporate Airport Collaborative Decision Making at Frankfurt Airport in accordance with European standards. Integration of Airports into the network (DPI, FUM) Status: Data-Exchange (DPI, FUM) is part of A-CDM project development. 4. TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA Not reported 5. TRAFFIC MIX Changes foreseen in traffic mix? Not reported 6. OPERATIONAL CONTACTS Airport Operator: Mr. S. Mauel (mauel@fraport.de); Alexandra Weil-Tziannis (Capacity Planner-+ 49 (69) a.weil@fraport.de) ANSP: Mr. Kurt Oschlies (kurt.oschlies@dfs.de) 138

149 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST IRAKLION AIRPORT HER/ LGIR Scenario Actual -2.57% 0.47% 11.80% 5.34% Base 3.38% 5.24% 5.37% 4.94% 5.27% 4.67% 4.44% High 6.44% 6.83% 6.80% 6.26% 6.34% 4.18% 4.43% Low 0.76% 3.56% 3.48% 3.68% 3.91% 3.26% 3.63% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : PLANNED ACTIVITIES: Airport Capacity Enhancement Measures Mid- / Long-Term (1 to 15 years) On going / Planned: a)hcaa will implement On-line Data Inter-exchange for silent coordination between Heraklion and Athens ACC b) A stand allocation information system is on the planning stage by HCAA Benefits: a)small capacity increase b)better coordination between apron and tower mimization of the taxiing-in aircraft waiting time. Implementation date(s): a)march 2010 b)winter 2010 Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Status: Data was collected during a week in July 2008 and will be analysed in conjunction together with an assessment of airport operations. Analysis and recommendations will be presented to the Hellenic CAA by end of November. Analysis and Delay Reduction Status: Meeting held in Athens on Nov to discuss delays at Heraklion. Delay analysis planned for Q The ACE exercise in Iraklion is of a smaller scale, with the objective of identifying the real reasons for delays during the summer peak. 139

150 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Airport CDM Implementation Local Airport CDM Implementation Status: Airport CDM Gap Analysis completed and all recommendations accepted. Implementation continues. Integration of Airports into the network (DPI, FUM) Status: Expected TMA / APPROACH Does TMA / Approach constrain airport capacity? Not reported Changes foreseen in TMA No but this will get clear after the ACE analysis Q TRAFFIC MIX Changes foreseen in traffic mix? No 6. OPERATIONAL CONTACTS Airport Operator: George ZOITOS kahktl@otenet.gr - Airport manager Heraklion ANSP: Evangelos Grigorakis - vaggrig@hol.gr (HCAA contact) 140

151 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST ISTANBUL AIRPORT IST/ LTBA Scenario Actual 15.90% 18.20% 9.89% 8.21% Base 6.95% 8.46% 4.88% 2.36% 1.23% -0.01% 0.00% High 10.30% 10.40% 3.48% 0.00% -0.01% 0.01% 0.01% Low 4.55% 6.48% 5.63% 4.19% 2.87% 0.00% -0.00% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : Additional Information / Previously reported: Excluding the configuration 06A36D, all the other runway configurations adversely affect the capacity at LTBA. Working with configuration 24A18D involves two converging runways and the capacity is reduced accordingly. The other configurations involving the two parallel runways, 36L-36R and 18L-18R, are not operated according to the parallel runway operation rules, instead due to the fact that their centerlines being too close together, 210 meters, they are operated separately under the single runway operation rules. 3. PLANNED ACTIVITIES: Airport Capacity Enhancement Measures Mid- / Long-Term (1 to 15 years) On going / Planned: Benefits: The SMART (Systematic Modernization of ATM Resources in Turkey) project involves construction of new ATC units and a Implementation date(s): centralized ACC in Ankara. SMART project is planned to be completed in The installation of the Surface Movement Guidance and Control System (ASMGCS) at LTBA is planned to be completed in 2010 and it is planned to be operational within SMART project. 141

152 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Status: Following the second data collection and analysis exercises, 3rd SG Meeting was held on 25th November The Action Plan was updated accordingly. Status: Delay analysis was completed on March 13th. Analysis and Delay Reduction Airport CDM Implementation Local Airport CDM Implementation Status: CDM Gap Analysis Project at LTBA was completed with the meeting held on 17th February, The implementation of A-CDM and the way forward at LTBA will be decided and initiated by DHMI HQ soon. Integration of Airports into the network (DPI, FUM) Status: Not reported 4. TMA / APPROACH Does TMA / Approach constrain airport capacity? It does not constrain airport capacity except when some special events, such as F1, take place at LTFJ. Changes foreseen in TMA Not reported 5. TRAFFIC MIX Changes foreseen in traffic mix? Not expected for the near future. 6. OPERATIONAL CONTACTS Airport Operator: Mr. Kemal UNLU - General Manager -TAV Istanbul (International & Domestic Terminal)- kemal.unlu@tav.aero ANSP: Mr. Olcay Kilicoglu Deputy Chief Manager DHMI olcaykilicoglu@gmail Kagan Ertas - (Air Traffic Controller DHMI HQ) kagan.ertas@dhmi.gov.tr Mustafa KIVRAK - ATC Manager - mustafa.kivrak@gmail.com 142

153 EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT TRAFFIC AND FORECAST LONDON HEATHROW AIRPORT LHR/ EGLL Scenario Actual 2.69% 0.54% -0.25% 0.87% Base 0.08% 1.24% 0.82% 0.61% 0.62% 0.41% 0.41% High 0.07% 2.70% 1.82% 1.20% 0.60% 0.39% 0.38% Low -0.34% -0.00% 0.00% 0.42% 0.20% 0.41% 0.44% 2. DECLARED CAPACITY Capacities for different runway configurations Max Arrivals : Max Departures: Global : PLANNED ACTIVITIES: Airport Capacity Enhancement Measures Mid- / Long-Term (1 to 15 years) On going / Planned: Government has given the go ahead for BAA to begin the planning application process for a third runway at Heathrow. Opportunities to increase the resilience (as opposed to the capacity) of the Heathrow operation continue to be explored. Status: Nothing reported Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation Analysis and Delay Reduction Status: Flight operational performance is monitored on an ongoing basis by HAL / NATS. Small performance improvements could be seen but these need to be taken within the context of the capacity limit at Heathrow referred to above. (Coordination with EUROCONTROL in progress) 143