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are waiting in the wings. Technology has raced ahead, and
with air traffi c control services being constrained to achieve
levels of safety undreamed of in other industries, planning
has sometimes been overtaken by the pace of technical
development. Despite all these infl uences, EUROCONTROL’s
strategic projects remain fi rmly on track, leading change
and carrying along airlines, air navigation service providers
(ANSPs), airports, regulators and politicians.
It all started with ATM 2000+
The decade began with the formal launch of the air traffi c
management (ATM) 2000+ strategy, which embodied a
set of principles aimed at improving safety, security and
cost-eff ectiveness while enhancing effi ciency and freedom
of movement. It identifi ed emissions reductions as a major
The fi rst decade of the new
millennium was EUROCONTROL’s most
challenging yet. Pat Malone reveals
the radical steps that EUROCONTROL
took during a diffi cult 10 years
The 2000s
target and provided a foundation stone for the Single
European Sky (SES) initiative, which has as its main aim the
removal of boundaries, political and practical, and the imposition
of a seamless air traffi c management system across
Europe and beyond.
The signing of formal agreements between the European
Community and EUROCONTROL in 2003 was a major milestone
that paved the way for the SES ATM Research (SESAR)
programme, which is now setting out the parameters for the
European air traffi c control structure of the future. SESAR is
unique in that it involves every stakeholder in the aviation industry,
with their collaborative eff orts ensuring the highestpossible
level of input and buy-in from all interested parties.
SESAR, launched in 2004 (under the initial title of SESAME)
and with its defi nition phase ended in 2008, has now moved
into a development-phase ahead of deployment, which is
expected between 2014 and 2020.
Of course, with air traffi c increasing by an average of 5
per cent year on year, Europe can’t wait for SESAR and great
strides have already been made to increase capacity and
reduce delays. The introduction of Reduced Vertical Separation
Minima, in 2002, allowed more aircraft to share a given
amount of airspace safely and was partly made possible by
the earlier establishment of Air Navigation, a set of navigation
principles and minimum equipment that, among other
things, liberated aircraft from ground-based beacons and
opened up more direct routes through less busy airspace.
Delay and ineffi ciency resulting from radio frequency
congestion has been tackled through the adoption of
8.33kHz radio spacing, which eff ectively triples the number
of frequencies available to aviation. As well as re-equipping
ground stations, it has also required that every aircraft
install new radios, and EUROCONTROL has pushed through
a programme of promotion and incentivisation to encourage
airlines and other aircraft operators to re-equip. First
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Sudan CAA devised a three-year strategy
based upon three pillars:
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