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2003) of the EUROCONTROL route charges
system for each year between 1982 and 2004.
62
PAGE
France, United Kingdom, the Netherlands,
Ireland, Switzerland, Portugal, Austria, Spain, representing
71% of EUROCONTROL Route Charges
in 2003) and for 16 States (“1982 States”+ Greece,
63
PAGE
CENTRAL ROUTE CHARGES OFFICE
64
PAGE
Safety remained the number one priority of the
Maastricht Upper Area Control Centre. During
2003, work continued to put in place a formally
documented safety management system, using
EUROCONTROL ESARRs as a reference.
The Centre handled 1,243,794 flights, an increase of
5.2% over 2002, while average delay per flight
decreased by 9.6 % from 0.74 minutes in 2002 to
0.67 in 2003 – a testament to the achievements of
the Centre in developing new capacity-enhancing
programmes. In parallel, increasingly innovative and
proactive safety initiatives were introduced.
mas
uacCross-Border
Air Traffic Control
EUROCONTROL's Maastricht Upper Area Control
Centre (UAC) lies at the hub of Europe’s busiest
and most complex air traffic area. Since 1972 the
Centre has provided non-stop air traffic control
(ATC) services to civil aircraft in the upper airspace
of Belgium,the Netherlands,Luxembourg and the
North-West of Germany. This area is a crossroads
for aircraft flying into and out of Europe's largest
airports – London, Paris, Frankfurt, Amsterdam,
Copenhagen and Brussels. Air traffic is not just
busy, it is also extremely complex, with a large
number of climbing and descending flights. To
cope with these complex patterns of air traffic,
demand and airspace architecture the Centre is
organised on a European, rather than a national,
basis.With the European Commission proposing
to implement the Single European Sky initiative
by the end of 2004, Maastricht UAC is a working
example of how European cooperation, both at a
civil and military level, can translate into capacity
and safety benefits for all.
TAKING SAFETY TO NEW LEVELS
The EUROCONTROL Safety Policy aims to ensure
that safety excellence is a core element of the
Agency’s mission and that the risk of an aircraft
accident are minimised as far as possible.
During 2003, work continued to put in place a
formally documented Safety Management
MAASTRICHT UPPER
AREA CONTROL CENTRE
System (SMS), using the EUROCONTROL Safety
Regulatory Requirements (ESARRs) as a reference.
Progress was made on updating internal
safety structures, using innovative techniques.
For example, an external audit was carried out on
compliance by the Centre with ESARR3 (“Safety
Management Systems in ATM”) by national regulators
attending the Agency’s Safety Regulation
Unit ESARR training course.Throughout the year,
work continued to define and develop the
requirements for compliance with all ESARR standards.
An internal study commissioned after the Überlingen
mid-air collision reported in 2003 that the
procedures in force at the Centre were appropriate.
Meanwhile, the Centre is determined to
strive to further improve its current practices,and
is developing increasingly innovative proactive
and reactive safety initiatives.
The RISC (Recommendations from Incidents and
Safety Concerns) group has started work.This is a
monthly meeting of representatives from operations,
training and safety management areas,
along with human factors experts from EATM,
routinely meeting to re-examine reported incidents
and propose recommendations. RISC is
particularly focused on human factors, providing
an almost “peer-review” process which helps
increase its acceptance value by operations staff.
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PAGE
EUROCONTROL Annual Report 2003
66
PAGE
The Centre’s ATM Safety Monitoring Tool (ASMT)
also became operational during 2003. A result of
collaboration between the EUROCONTROL
Experimental Centre (EEC) and Maastricht UAC,
the ASMT detects and records online occurrences
within the framework of specified parameters,
classifies them and stores the relevant data in a
database. In December 2003, the ASMT software
was reconfigured to refine RVSM operations –
most notably to cut down the number of false
alarms generated by a lowering of the separation
distances between aircraft.Work was also underway
during 2003 to prepare for the introduction
of a new software version of the ASMT in the first
half of 2004. This version has new capabilities,
　
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