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comparable level of technical capability,” says Bucuroiu.
This is being matched by a reduction in the number of
centres, starting with the closure five years ago of
Düsseldorf. Berlin’s lower-airspace responsibilities are
gradually passing to Bremen and Munich, while Karlsruhe will
have taken over the entire German upper-airspace task by
the end of the decade.
Other consolidation initiatives include the Central European
Air Traffic Services (CEATS), various plans in the Scandinavian
States, and the UK/Ireland upper-airspace functional block.
In a comparatively small and densely populated land area
like Europe, military demands for airspace can have a major
impact on capacity. “There have been some big
improvements in civil/military co-operation in recent years
across Europe,” says Bucuroiu. “Certain States are proving to
be very good at real-time co-operation with the military, and
this will continue to help make available pieces of airspace
that were denied to us in the past.”
Increasing European air traffic capacity by more than a
quarter in just seven years is a very tall order – can it be
achieved? “We can do it if everybody – the States, the
ANSPs and the airspace users – are fully committed,”
concludes Bucuroiu. “There are some excellent initiatives in
the pipeline – now there must be a consolidated effort to
implement them all.”
This article was commissioned by EUROCONTROL.
“There is a vast
modernisation
programme going on
to bring all the centres
up to a comparable level
of technical capability”
ATM: THE CHALLENGE OF GROWTH
72
PERFORMANCE OF THE
EUROPEAN ATM SYSTEM
Performance measurement is key to generating improvements. Anne Paylor
finds out how this is being achieved in Europe and what targets are being set
73
s Europe endeavours to create a Single Sky environment
for Air Traffic Management (ATM), it is crucial that all
individual States and Air Navigation Service Providers
(ANSPs) are operating to the same standards and providing
the same common standard of service while ensuring the
highest level of safety.
In order to achieve that, however, it is necessary to be able
to measure the level of performance of each element of the
system. For example, the declared capacity of a sector of
airspace is determined by the ANSP responsible for that piece
of airspace, but the criteria being used to determine the
capacity of that airspace may be quite different from the
criteria being used by a neighbouring ANSP or any other
European ANSP.
Similarly, a controller in one centre supported by less
sophisticated technology will be able to handle fewer aircraft
than a controller in another centre. Controller productivity is
currently a national and often a social issue.
In order to be able to measure the performance of the
European ATM system as a whole, it has been necessary to
establish performance indicators and criteria, to determine
how well the ATM system functions and what actions are
required to reach an optimum level of performance.
Therefore, the Performance Review Commission (PRC) was
established in 1998 to offer advice in this respect.
EUROCONTROL describes the PRC as an “independent
referee” to monitor system performance and propose high
level targets.
By 1999, the PRC had developed an initial performance
measurement system, consisting of Key Performance Areas
(KPAs) and associated Key Performance Indicators (KPIs). Four
KPAs – safety, delays, cost-effectiveness and flight efficiency –
form the core on which the PRC places particular emphasis.
It is of great concern to the PRC that there is no uniform
indicator for measuring safety performance across Europe.
The PRC has made a number of proposals to remedy this
situation and will follow developments closely.
In 2001, the PRC proposed a target for delays of a maximum
of one-minute’s delay per flight, which has been adopted by
EUROCONTROL governing bodies.
Cost-effectiveness is measured by the PRC, working closely
with all ANSPs. An annual benchmarking exercise is
performed, and the results published annually in ATM Cost-
Effectiveness (ACE) reports. This benchmarking exercise
essentially relies on ANSPs disclosing certain relevant and
specific information, as a counterpart to their statutory
monopolies. This includes financial information for their ATM
activities, including limited separation of key revenue, cost
and asset items into en-route, approach and airport activities;
　
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