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Europe, ARTAS also provided a platform for
states to exploit new surveillance technology,
such as Mode-S radar, Wide Area
Multi-lateration and Automatic Dependent
Surveillance-Broadcast.
In April 1998, Basic Area Navigation (BRNAV)
became mandatory as the primary
means of navigation in European en-route
airspace, liberating fl ights from conventional
fl ight paths that tracked ground-based
navigation aids. B-RNAV enabled aircraft to
navigate via non-physical waypoints, relying
on the enhanced functionality of on-board
navigation systems.
And in October 1999, 8.33kHz channel
spacing was introduced in Europe to address
the critical shortage of VHF frequencies that
was by now a major impediment to the
creation of additional ATM capacity. Over the
years, the International Civil Aviation Organization
(ICAO) had reduced channel spacing
from 100kHz to 50 and then again to 25. But
areas of dense traffi c, such as Europe, quickly
outgrew the additional capacity. So, in 1994,
ICAO reduced channel spacing again to just
8.33kHz and EUROCONTROL was responsible
for the changeover in Europe, which
aff ected more than 9,000 aircraft.
By 1999, EATCHIP had run its course,
having generated a 40 per cent increase in
European airspace capacity. It was superseded
by the European Air Traffi c Management
Programme, based on a concept aimed at
creating a uniform gate-to-gate ATM system
for all ECAC states. Its role was to transform
the ATM Strategy for 2000+ into reality,
catering for the forecast increase in traffi c
demand up to 2015 and beyond. In May
of the same year, the European transport
ministers agreed to develop a new secondgeneration
Global Navigation Satellite
System (GNSS), called Galileo, which would
operate alongside the US Global Positioning
System and Russia’s Glonass.
It is anticipated that in the long term,
satellite-based positioning and navigation
systems may eventually be able to replace
ground navigation aids altogether, hence
EUROCONTROL is working in conjunction
with the European Commission and the
European Space Agency to ensure coordination
of European GNSS developments.
As the 1990s drew to a close, the stage
was well and truly set for the signifi cant
developments of the new millennium that
would see real progress on the concept of a
Single European Sky.
agreed by European Civil Aviation Conference
(ECAC) Transport Ministers as early as
April 1990, with the launch of the European
Air Traffi c Harmonisation and Implementation
Programme (EATCHIP)
Creating harmony
Where the CFMU was tasked with optimising
existing capacity, the aim of EATCHIP was to
increase capacity by improving the compatibility
and interoperability of European ATM
systems and procedures. EATCHIP was one of
the most signifi cant milestones in the history
of EUROCONTROL because it was launched
through consensus and implemented a
radically new collaborative approach to
European air traffi c management (ATM). It
paved the way for EUROCONTROL to be the
driving force in ATM planning, creating an
institutional framework within which the introduction
of common ATM facilities would
become possible.
Just two years later, recognising that
airports were fast becoming the next major
bottleneck in the system, the ECAC Transport
Ministers agreed to rollout the Airport/
Air Traffi c System Interface (APATSI) Strategy
to address the crucial interface between
ATC and airports. This was an ECAC initiative
within which EUROCONTROL’s role was to
provide the framework for the implementation
of APATSI initiatives.
This included upgrading and standardising
the communications interface between
ATC and airports; developing the European
Delay Analysis System and High Intensity
Runway Operations protocols; establishing
its own Central Offi ce for Delay Analysis; and
developing a harmonised validation methodology
for ATC procedures.
By now, the concept of integration was
picking up momentum across Europe and
the pace of development accelerating. In
March 1996, eight years after its inception,
the CFMU became fully operational. This was
a major milestone on the road to integration
– instead of fi ve regional fl ow management
centres operated by national administrations,
all air traffi c fl ow management issues
in the 36 European Member States were now
being coordinated and controlled by this
single pan-European entity. The eff ects were
　
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