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by air. Natural disasters, which occur over a more protracted
time-frame, also require commercial aircraft to deliver famine
relief and medical resources. Although much of the final
distribution of relief supplies is often undertaken by military
fixed- and rotary-wing aircraft or land vehicles, the initial
delivery of supplies relies heavily on chartered commercial
flights. According to Bo Redeborn, EUROCONTROL’s Director
ATM Strategies: “Such is the importance of aviation on the
global economy and society in general, that it is important
that its negative impact on the environment is minimised,
whilst at the same time, the necessary enhancements are
put into place in terms of the infrastructure and regulation to
ensure that it can continue to grow in a sustainable way.”
This article was jointly commissioned by
EUROCONTROL and AEA.
ATM: THE CHALLENGE OF GROWTH
34
Europe’s airlines call for a more efficient European
Air Traffic Management system. Anne Paylor explains
AIRLINE PERSPECTIVE ON
ATM AND ATM FUNDING
35
ragmentation of the Air Traffic Management (ATM)
system in Europe remains one of the key concerns for
Europe’s airlines and it is costing them a considerable
amount of money.
The EUROCONTROL Performance Review Commission (PRC)
estimates that the total cost of fragmentation could be in the
region of E880 million to E1.4 billion every year, representing
between 20 per cent and 30 per cent of en-route Air Traffic
Management/Communications, Navigation, Surveillance
(ATM/CNS) annual costs. These costs are predominantly
attributable to the fact that many Air traffic Control Centres
(ACCs) are too small to operate at optimum economic levels,
as well as to the duplication of bespoke ATM systems, many of
which suffer from a legacy of piecemeal equipment
procurement and the sub-optimal scale of their maintenance
and in-service development. In addition, further costs are due
to duplication of associated support activities, such as
training, administration and R&D. To that must be added the
cost of terminal Air Navigation Services (ANS), civil and military
ANS, Meteorological services (MET), Aeronautical Information
Services (AIS), regulation, and the impact of fragmentation.
Transition costs from a fragmented system to a defragmented
one, which, according to EUROCONTROL’s 2005
Performance Review report, may be substantial and in some
cases prohibitive, also need to be taken into account.
Efficiency gains within the European ATM system
“We must move towards a more efficient European ATM
system,” says Vincent de Vroey, General Manager, Technical
Political commitment
is holding back some
of the more immediate
potential benefits of
the Single European
Sky initiative
F
and Operations with the Association of European Airlines
(AEA). “The airlines are currently at the end of a value chain in
which our suppliers – Air Navigation Service Providers (ANSPs)
and airports – are monopolies. In the context of the ATM
value chain, airlines pay some E6.7 billion a year for ATM
services. Of that, E3.8 billion – more than four times the
consolidated 2005 profit of the AEA airlines – relates to
fragmentation and other system inefficiencies. There is
enormous potential to address this problem in the long term.”
De Vroey cites, in particular, a need for less political
interference in operational ATM decisions. Cross-border
co-operation between ANSPs, for example, he thinks, should
be based on clear operational objectives without political
influence. Similarly, he explains that political commitment is
holding back some of the more immediate potential benefits
of the Single European Sky (SES) initiative.
The move towards larger and more efficient Functional
Airspace Blocks (FABs) as specified in the SES was, according
to de Vroey, “not going anywhere fast at the moment. The
only solution to getting FABs up and running to the benefit of
all airspace users is political commitment to move away from
purely national interests.”
ATM: THE CHALLENGE OF GROWTH
36
A new operational concept
“We need a new operational concept,” says de Vroey. “We
need to know how it will happen and what technology will be
needed, but this should be driven by airline needs, not
industry or the space industry imposing on airlines systems
and technology that will support their aspirations.” He says
that the airlines are confident that the Single European Sky
　
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