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would be built.
DMEAN – the Dynamic Management of
the European Airspace Network – was the
answer. The programme was tasked with
implementing a dynamically managed European
airspace network to increase capacity
and fl ight effi ciency. It is a fundamental element
of the fi rst SES ATM Research (SESAR)
Implementation Package (IP1) as defi ned in
the European ATM Master Plan, and without
it, progress on the next steps will be diffi cult.
The DMEAN approach to provide quick-fi x
capacity gains from the existing infrastructure,
with no reliance on new technologies,
was initially proposed in 2004 to help stem
rising en-route delays. Development and
deployment of the programme was given
the offi cial go-ahead in April 2006, with the
bulk of its improvements to be in place by
the end of 2011 and fully deployed before
SESAR IP2 commences in 2013.
Its key objective is to unlock ‘hidden’ performance
through improved streamlining
between airspace design, airspace management,
and Air Traffi c Flow and Capacity Management
(ATFCM), to allow more fl exible
management of available airspace. This will
be enhanced through closer integration of
airport operations into network operations,
and by making relevant ATM information
available at the right place at the right time.
Assessing progress
Although in some areas full focus is required
to meet the agreed deployment targets,
the programme appears to be on track to
achieve its deliverables, according to DMEAN
framework programme activity manager,
Chris Bouman.
“Because traffi c levels have changed so signifi
cantly as a result of the economic downturn,
it is diffi cult to accurately determine the
eff ect that capacity gains achieved are having
in terms of delay reduction. In addition to
comparing this year with last year, we have
compared summer 2009 with summer 2006,
which was when the programme started
Expanding capacity through
DMEAN
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􀀗
and when traffi c levels were pretty much the
same as they are today,” explains Bouman.
With similar traffi c levels, average en-route
delays are about 20 per cent lower now
than in 2006, which means that “something
positive must have happened in the interim”,
Bouman says. If pushed to put a fi gure on it,
Bouman believes that in the last three years,
a Europe-wide capacity increase of about
3 per cent has been achieved. He acknowledges
that the fi gure is lower than expected
given the improvement activities, but points
out that over the last 18 months or so, the
downturn has meant that air navigation
service providers (ANSPs) have been concentrating
more closely on cost-reduction than
capacity. In addition, staff shortages –
a traditional bottleneck – continue to dog
the system.
At a local level, the picture looks better for
the southwest axis where there have been
real improvements, in part due to a signifi -
cant shift in traffi c away from the traditional
leisure markets of Spain and Portugal to
Turkey and the Balkan States. As a result,
the local picture for the southeast axis is
worse than other parts of Europe, primarily
because the economic developments have
triggered exceptional, and unanticipated,
traffi c growth in that region.
The DMEAN Framework Programme
essentially builds on activities within CFMU
(ATFCM, Flight Planning) and CND (Airspace
Design, Airspace Management, Civil-Military
Coordination, Airport Operations) with
the European ATM partners, to ensure a
single coherent approach towards improving
network performance.
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