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85,000
80,000
75,000
70,000
65,000
360,000
320,000
280,000
240,000
200,000
160,000
120,000
80,000
40,000
Jan 00 July 00 Jan 01 July 01 Jan 02 July 02
0
1,200,000
1,000,000
800,000
600,000
400,000
200,000
0
90
707,585
91
709,069
92
777,233
93
820,220
94
865,654
95
865,530
96932,351 97
997,252
98
1,058,091
99
1,110,248
00
1,184,739
01
1,197,512
02
1,182,601
DECO
Hanover
Brussels
Traffic
How capacity enhancements
were achieved:
Implementation of RVSM
One of the most significant elements in the
improvement in delay figures has been the
introduction of RVSM on 24 January 2002.
The introduction of six new flight levels in
the Maastricht upper airspace resulted in
fewer radar interventions needed to separate
traffic ?which has led to an almost
immediate boost in capacity of at least 10%.
Greater flexibility in sector
opening times
During 2002, changes in working practices
were introduced which allowed sectors to
be open longer. This meant that traffic
could be handled further into the evening,
a promising flexibility which will lead to
further capacity gains for 2003 and
beyond.
A new sector in the congested
Brussels Upper Information
Region
The new Brussels East High Sector was
introduced on 16 February 2002, following
extensive software adaptations.
Developing the new sector has been a
major technical and managerial challenge.
The sector features a complex
route structure, the presence of several
military areas and dense traffic patterns
of aircraft climbing from ?and
descending to ?surrounding major
airports. As well as complex software
changes, extensive training of operational
staff has been carried out using
the Centre抯 simulator equipment,
involving around 70 controllers.
Successful recruitment of new
students
Following an extensive effort to make up
for the shortfall in controller numbers by
encouraging the recruitment of ab-initio
trainees, a full intake of 40 students,
comprising two courses of 20 students
each, was achieved during 2002. With
this and the change in rostering patterns
for operational staff, the shortage
of controllers which the Centre had to
cope with over recent years should be
resolved in the next five years.
SYSTEMS AND INFRASTRUCTURE
A new display system
The new Operator Input and Display
System (ODS) became fully operational
on 2 November 2002, in a new operations
room following a smooth transition
from the old system. For the Centre, it
was the culmination of many years?
planning, development and integration
work. As a result, the Centre is now
equipped with one of the most
advanced display systems, capable of
handling increased traffic loads and
increasingly complex traffic patterns in
the foreseeable future.
Before the transition to the new system,
a full safety case for the new operations
room ?including ODS and radar fallback
system ?had been delivered.
The Centre抯 operational staff were fully
trained on the new equipment and a
maintenance and upgrade plan
developed.
Provisional acceptance of the new ODS
was signed on 11 July 2002. Testing
continued until 4 October, the so-called
揻reeze date? From that date onwards,
no more changes were made to the system
which came on-line and was used
initially for night-time operations and
during periods of low traffic. Staff and
equipment in the old operations room
monitored the new system in 搒hadow?
mode. On 2 November, the new operations
room came on-line during day and
night ?but with operations still shadowed
from the former control room.
Finally the old ODS was turned off on
19 December ?the day of 搉o return?
50 - 51 I Maastricht Upper Area Control Centre
A new major programme
?the next generation Flight Data
Processing System
Following the successful implementation of
ODS, the next major infrastructure programme
to be carried out in the Centre is
the new Flight Data Processing System
(FDPS). Maintenance of the current FDPS is
becoming increasingly difficult and without a
new flight data processing facility the Centre
will not be able to implement new functionalities
and concepts. Until the new FDPS is
　
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本文鏈接地址：EUROCONTROL Annual Report 2002(26)