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– a key issue is runway capacity enhancement.
These manuals were validated during a recent
exercise at a major airport, where capacity
increases were delivered of between 14-17%,
depending on the configurations.
MAXIMISING OUR AVIATION FREQUENCY
SPECTRUM
Europe’s service providers need more air traffic
control sectors to meet capacity demand. Every
sector needs a frequency, and when 8.33 kHz frequency
separation was mandated throughout
the whole of the ICAO European Region above
FL245 in 1999, frequency problems started to be
resolved. The potential number of frequencies
available was trebled, and new control sectors
started to be introduced.
By the end of 2003, under the 8.33 kHz horizontal
expansion programme, 48 of the 70 planned conversions
from 25 to 8.33 kHz were achieved.Since
the removal of 8.33 kHz exemptions in Belarus,
Estonia, Latvia and Lithuania in October 2003, the
8.33 kHz area above FL-245 now comprises 30
States.
Following the conclusion of the ICAO European
Air Navigation Planning Group (EANPG) in late
2002, the Agency and key stakeholders launched
an 8.33 kHz vertical expansion work programme.
The work programme, which will be issued in
2004, foresees a detailed implementation plan
for airspace above FL-195 in the ICAO European
Region.
COLLABORATIVE DECISION-MAKING (CDM)
The CDM pilot study at Heathrow Airport has
now been developed into a low-cost but highbenefit
solution for enhancing airport efficiency.
In essence, CDM involves the sharing of highly
reliable data with those who need it at precisely
the right moment, to create common situational
awareness and predictability between air traffic
management, airport and aircraft operators, the
Central Flow Management Unit, ground handlers
and other service providers. CDM does not
require any large-scale investments, yet its implementation
improves punctuality, maximises
infrastructure usage and operational efficiency
whilst at the same time heightening cost-efficiency.
CDM trials continued at a number of other
major European airports.
GIVING THE GROUND MORE INFORMATION
ON THE AIRBORNE SITUATION
The more that is known about what is going on
in the air by air traffic control staff, the more easily
and quickly correct and safe decisions can be
made and this, in turn, improves productivity.
The Mode S Programme will provide, through
Downlink Airborne Parameters (DAPs), more
information than has hitherto been available to
controllers. In March 2003, Belgium, France,
Germany, Luxembourg, the Netherlands and
Switzerland, (the core area of Europe) mandated
the carriage of Mode S Elementary Surveillance
airborne equipment for all aircraft flying as GAT
(General Air Traffic) in their respective airspace
with a transition period up to 31 March 2005. It is
also in the core area that air traffic growth and
Radio Frequency (RF) pollution are such that the
existing Mode-A/C Secondary Surveillance Radar
systems begin to create more and more operational
problems. The first Mode S ground radar
stations for elementary surveillance have been
deployed and are operationally ready, illustrating
the ongoing development of an improved
European surveillance infrastructure which will
improve trajectories and sequencing in the short
tem and enable a cost-effective surveillance
infrastructure.
WORLD RADIO CONFERENCE
The Agency was entrusted with representing
European aviation interests and safeguarding
aviation spectrum at the 2003 World Radio
Conference.This is of strategic importance for the
ECAC aviation community in the global and
extremely competitive communications environment.
31
PAGE
EUROPEAN AIR TRAFFIC MANAGEMENT
THROUGH COOPERATION AND DISCIPLINE,
GREATER EFFICIENCIES IN ATM
CAN BE ACHIEVED FOR ALL PARTICIPANTS
32
PAGE
EFFICIENCY
Cost-efficiency remained a major issue in 2003. In
the first half of the year, airlines continued to suffer
from the general economic downturn, the
ongoing threat of world terrorism, the outbreak
of SARS and the situation in Iraq.
As a consequence, cost reduction and providing
“value for money” were essential drivers of our
EATM Strategy. All direct costs of the service
providers and indirect costs, which include the
costs of ATM-related delays, flight inefficiency
and on-board equipment, needed to be considered
and minimised in ATM activities. The overall
objective of the Agency in this area was to
reduce the direct and indirect ATM-related costs
　
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本文鏈接地址：EUROCONTROL Annual Report 2003(14)