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and so on). All of their comments are taken
into account and we say why we have or
have not taken it on board. We then send
a recommendation to the Commission.” He
adds, with a smile, that “feedback from the
Commission is very positive”.
Even if the process becomes more streamlined,
EUROCONTROL’s tasks in support of
SES will cover a wide remit:
u helping the Commission identify the need
for new regulation;
u providing support for the regulations;
u planning implementation strategies;
u preparing implementation specifi cations;
u ensuring coordinated use of the airspace
between civil and military operators;
u supporting Member States to exercise
their regulatory functions;
u ensuring proper oversight of network
management functions.
EUROCONTROL has set out a number of
actions that it will perform to support the
implementation of the regulatory dimension
of SES II and its four pillars: performance,
safety, technology and airport capacity.
“In the performance pillar we have introduced
a regulation system by setting targets,”
Garnier says. “These targets are applicable
throughout the European Union and will
be in key areas such as fl ight delays, cost
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systems. The assumptions, so far, are that air
traffi c will double by 2020 and we need to
fi nd a trade-off between capacity and cost
effi ciency.” The fourth pillar, airport capacity,
aims at fi nding responses to the potential
lack of ground capacity and will also consider
other issues, such as strengthening the
noise-abatement rules around airports.
However, while EUROCONTROL’s input
for drafting SES II’s legal framework is
crucial, the Agency has no authority to
enforce the application of the ensuing
regulations by the Member States. That
lies with the Commission. That said, however,
Garnier is confi dent that the rules
will be implemented: “Since 2004, Member
States and other stakeholders have been
taking SES regulations very seriously
because they know that they run the risk
of legal and fi nancial sanctions. The Commission
has already launched several legal
procedures against those who have failed
to apply regulations.”
bands and radar transponder codes. “We
need to impose some obligations in these
areas, otherwise we will never emerge from
the current ‘each for himself’ situation,”
Garnier warns.
The safety pillar is refl ected in the extension
of the responsibilities of the European
Air Safety Agency (EASA), created in 2002
to ensure harmonised development and
eff ective implementation of safety regulations
throughout Europe. The SES II package
includes a revision of the basic EASA regulation
to extend its fi eld of action to ATM/air
navigation services safety. “We will coordinate
with them to ensure that developments
are consistent in both SES and EASA regulatory
systems,” Garnier explains.
Technology is the third pillar. EUROCONTROL
and the European Commission are the
two founding members of the SESAR Joint
Undertaking. “This really got underway last
year,” says Garnier. “We have a €2 billion budget
from now until 2015 to develop future
reductions, fl ight effi ciency or safety.” The
targets will be proposed by a Performance
Review Body, which will submit them for approval
to the Commission. Once approved by
the Commission, the targets will be passed on
to the National Supervisory Authorities. The
latter will consult with airspace users, in order
to defi ne “clear national or regional targets at
the level of Functional Airspace Blocks [FABs],
which are consistent with the Commissionwide
network targets. Crucially, they will be
binding,” Garnier stresses.
The fi rst of these targets, he says, should
be defi ned by 2011 and the FABs must be in
place by 31 December 2012. It is generally
accepted that the approach in SES I, of not
　
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