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Single European Sky – 10 aastat uuendusi Single European Sky – 10 years of reforms

Single European Sky – 10 aastat uuendusi Single European Sky – 10 years of reforms. Jaan Tamm November 15, 2013. Overview. Problems with European ATM 2004 - Single European Sky as the solution to fix the problems General objectives of the Single European Sky

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Single European Sky – 10 aastat uuendusi Single European Sky – 10 years of reforms

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  1. Single European Sky – 10 aastat uuendusiSingle European Sky – 10 years of reforms Jaan Tamm November 15, 2013

  2. Overview • Problems with European ATM • 2004 - Single European Sky as the solution to fix the problems • General objectives of the Single European Sky • Basic principles to implement the SES I • SES II launched in 2009 – performance oriented updates • SES 2+ in 2013 – the next updates for further clarity Single European Sky

  3. Reasons for low efficiency of European ATM • Fragmentation of airspace • Large variety of ATM systems • Excessive number of employees • Inefficient civil-military cooperation Single European Sky

  4. European ATM cost-effectiveness Single European Sky

  5. The High Level Group report suggested - six basic principles for Single European Sky • Creating the single and capable regulator - setting up a strong Community regulator • Common airspace management - considering airspace as a common resource • Increasing institutional synergy between the EU's regulatory authorities and the expertise within EUROCONTROL • Arranging for the participation of the military authorities • Promoting the introduction of new technologies, with absolute priority for safety, and improving interoperability between systems and technologies • Increasing the involvement of professional and trade union organisations – better employment policies for ATM sector Single European Sky

  6. The European Commission’s Directorate-General for Energy and Transport developed the 2001 White Paper, including … • European transport policy for 2010 • About 60 practical measures designed to bring about significant improvements in the quality and efficiency of transport in Europe • The radical development of European air traffic management foreseen by the Single European Sky proposals forms a key building block of this overall transport strategy Single European Sky

  7. The high-level goals of SES: 2005/2020 • to increase air traffic control capacity – 3-fold • to improve safety - by a factor of 10 • to reduce the effects the flights have on the environment – 10% • to reduce the cost of ATM services to airspace users – by at least 50% Focal activities to achieve those goals: • to reduce the fragmentation of air traffic control • to facilitate the introduction of new technology • to improve the integration of military systems into the organisation of air traffic control Single European Sky

  8. The basic legislative package of SES - SES 1st package) Four basic Regulations of the European Parliament and the Council as of 10 March 2004 • Reg. (EC) No 549/2004 – “Framework Regulation” • Reg. (EC) No 550/2004 – “Service Provision Regulation” • Reg. (EC) No 551/2004 – “Airspace Regulation” • Reg. (EC) No 552/2004 – “Interoperability Regulation” + Statement by the Member States on military issues related to the SES (until Sept 2013 more than 50 legislative acts issued for SES) Single European Sky

  9. Framework Regulation The objective: (1) to enhance current safety standards and (2) overall efficiency for general air traffic in Europe, (3) to optimise capacity meeting the requirements of all airspace users and (4) to minimise delays • National Supervisory Authorities (NSA) • Single Sky Committee • Military issues • Industry Consultation Body (ICB) • Implementing Rules (IR) • Performance Review • Safeguards (for essential security or defence policy interests) Single European Sky

  10. Service Provision Regulation • establishes common requirements to ensure that air navigation services are provided safely and efficiently, on a continuous and interoperable basis • introduces a harmonised system of certification and lays down rules for designating service providers More particularly it specifies: • Requirements to NSAs • Licensing of air traffic controllers • Common requirements • Certification of ANSPs • Designation of air traffic service providers It also specifies: • The basics of functional airspace blocks • Relations between ANSPs • Transparency of accounts • Access to and protection of data • The principles of charging schemes Single European Sky

  11. Airspace Regulation Airspace regulation specifies: • Basics for airspace architecture and for airspace classification • Creation of the European upper flight information region (EUIR) • General requirements for functional airspace blocks (FABs) • Network management and design • Flexible use of airspace • Provisions empowering air traffic flow management Single European Sky

  12. Interoperability Regulation (1) defines common requirements to guarantee interoperability between the various air traffic management systems used (2) establishes a harmonised system of certification for components and systems More particularly it specifies: • Essential requirements • Implementing rules for interoperability • Community specifications • EC declaration of conformity or suitability for use of systems and components • It also deals with: • Safeguards – measures to be taken by EU member states and by their supervisory authorities • Transitional arrangements Single European Sky

  13. Single European Sky I – positive • Created basis for change, brought ATM under the common transport policy • An institutional framework has been set up • Single Sky Committee, Industry Consultation Body, Social Dialogue, changing EUROCONTROL • Safety has been strengthened • Separating oversight and service provision • ESARRs to become Community law • ANS Provision subject to certification (and designation) • Competence standards for ATCOs Single European Sky

  14. Single European Sky I – negative • Slow progress with Functional Airspace Blocks • Member States haven’t taken steps to improve cost efficiency (tariffs, cross-subsidies, meteorology …) • No progress in overall efficiency of the design and use of European air traffic network • Performance of ANS provision still to improve • Safety – consistent safety approach needed • Flight efficiency – network of “national” routes • Capacity/delays – lack or inefficiency of capacity • Cost-efficiency – need to apply the incentives Single European Sky

  15. Need for SES II package In 2007 the need for accelerating the SES progress was realized.. EC No 1070/2009: Integral performance-oriented Aviation Package was developed – describing FOURFIVE PILLARS of SES II: • Performance - amendment of SES legislation • Safety - extending the EASA system • Technology - implementing SESAR (ATM) Master Plan • Airports - action plan for improvement airport capacity, efficiency and safety • Human factor – structured, organised social dialogue started Single European Sky

  16. I Amendment of SES legislation EC Regulation No 1070/2009 to amend four basic SES regulations • Better regulating and driving performance of the ATM system, establishing Performance Review Body • Facilitating the integration of ANS provisionand creation of FABs, incl FAB timetable • Dealing with the issue of funding the new technologies • Improving and strengthening the network management functions, triggering reform of EUROCONTROL • Initiated standardisation process, started mapping and deployment of SESAR implementation packages IP1, IP2, IP3 Single European Sky

  17. II Extending the EASA system Commission Regulation (EC) No 690/2009 amending Regulation No 216/2008 of the European Parliament and the Council on common rules in the field of civil aviation and establishing a European Aviation Safety Agency - extending the competencies of Agency to cover the whole air transport sector in Europe (adding ATM and airport domains) • States to apply consistent safety management principles • Facilitate the uniform application of ‘Just Culture’ • Interoperability, environment Single European Sky

  18. III SESAR (ATM) Master Plan • Synergy of EUROCONTROL and SESAR JU • SESAR Master Plan  European ATM Master Plan • Determination of IP1 and IP2 (and IP3) • EUROCONTROL CND and ESSIP/LSSIP process • Development and deployment • The lack of adequate funding mechanisms for SESAR is major risk to deployment Single European Sky

  19. IV Airport capacity, efficiency and safety Airport capacity will not be able to match demand, and risks to become the most constraining factor on air transport • Better use of existing infrastructure • Improved infrastructure planning • Promoting inter-modality and improving access to airports • Observing the airports capacity - advising the Commission on the development and Implementation of Community airport policy Single European Sky

  20. Interim conclusions of 2009 on SES initiative: • There is clear political will to centralise and to make the European ATM more efficient • EUROCONTROL is an important player – e.g. network management functions • Efficient regional cooperation is definitely the success factor • State (regulator, supervisor, military) must be more active and present at practical every-day work, and at decision-making Single European Sky

  21. U.S. / Europe comparison 2010 Single European Sky

  22. Cost of Air Traffic Management Total air navigation charges accounted for 6.2% of airlines' total operational costs in 2010 Single European Sky

  23. Need for further updates • SES is one of the key priorities of EC • All Member States remain committed • Still accelerating the process is needed: • Capacity has been stagnant.. [data of 2011] • Fragmentation remains high (50 ATCCs, 29 ANSPs) • Total direct and indirect costs are high - € 14 billion • ATCO productivity +18%, salary +40%! • Number of ATCOs 14500 • Number of support staff 30000 • Total ATC cost increase results of 10% • Gate-to-gate inefficiencies - € 3.8 billion Single European Sky

  24. Key-areas of current update - SES 2+ • National Supervisory Authorities (NSAs) – inadequate resources, lack of expertise and lack of independence • Support Services – consolidated as independent businesses • Customer focus – improved consultation • Performance scheme and the Performance Review Body • Functional Airspace Blocks – Dec 2012, still not operational,FAB concept to become more performance driven • Network Manager – more functions and services could be performed in a more centralised manner • EC, EASA, EUROCONTROL and the institutional landscape http://ec.europa.eu/transport/modes/air/single_european_sky/ses2plus_en.htm Single European Sky

  25. Provision of support services (Art.10) • Mandatory unbundling of noncore ANS • Separate undertakings by 2020 • Possible regional consolidation Is it interfering the freedom of enterprise ? ANSPs (CANSO) position • the unbundling of services to remain to decide atlocal level, and must be based on a full impact assessment • provision of CNS, MET and AIS services in consideration of local circumstances • opening of competition assumes a strong NSA to preserve minimum safety standards and to assure proper oversight Single European Sky

  26. Performance scheme (Art.11) • Significant strengthening of the EU Commission vs MS • Can impose performance targets and plans against the majority of Member States • Costs of penalties to exclude from cost base ANSPs (CANSO) position • determination of the Total Economic Cost as a key for success • performance targets focussed on those parameters to be influenced/controlled/managed by ANSPs • balanced and realistic target setting has to consider the contribution from different SES tools (SESAR, FABs, Network Manager, Deployment Manager, European Regulations) • more independent role should be given to PRB Single European Sky

  27. Functional Airspace Blocks (Art.16) • Obligation of States to form FABs based on the integration of service provision, as “co-operative industrial partnerships” • At the same time as enabler to unbundle support services It is obviously interfering with the freedom of ANSP’s owner to shape its business strategy ANSPs (CANSO) position • to go for a more flexible and performance driven FAB model • to enable ANSPs having governance structures that allow for joint ventures or other forms of collaboration Single European Sky

  28. Network management and design (Art.17) • Transformation “network functions” “network services” • Network Manager legally becomes a service provider to be certified and under the oversight of EASA (future EAA) • Network Manager to optimise airspace design in co-operation with ANSPs and FABs ANSPs (CANSO) position • provision of Network Manager functions as a pan-European service subject to competitive tender and certification • operational stakeholders to evolve towards the ownership of the Network Manager • more functions may be added to NM after first years of experience Single European Sky

  29. Relations with stakeholders (Art.19) • Requirement to establish the consultation mechanism with airspace users and aerodrome operators • Airspace users shall be involved in the process of approving strategic investment plans of the ANSPs ANSPs (CANSO) position • involvement in the governance of ANSP depends on the business model, institutional framework and ownership • involvement through ownership has to be distinguished from the customer consultation process • it is inappropriate to interfere top down with individual governance arrangements, esp. for those in private sector Single European Sky

  30. Centralised services (Art.10, (5)) “Support services related to the operations of the EATMN may be provided in a centralised manner by the Network Manager by adding those services to the services referred to in Article 17(2), in accordance with Article 17(3)” By SES II package and NM IR four initial services were described: • Air Traffic Flow Management • Route design • Co-ordination of radio frequencies • Co-ordination of radar transponder codes Further to these the NM hosts: • European crisis co-ordination cell • Sub-tasks linked to SESAR Master Plan: • Network Strategy Plan • Network Operations Plan Single European Sky

  31. Centralised services, upcoming .. Up to 10 centralised services by the Network Manager in 2013-2017: • Airport slot/flight plan correlation • 4D trajectory planning • Military airspace reservation booking • Digital flight briefing (expanded EAD) • Centralised surveillance tracker service • Management of scarce resources • RVSM height monitoring stations • Integrated ground communications service (PENS) • … furthermore, certain upcoming data driven ATM services … Single European Sky

  32. Conclusions - questions • Possibilities of and motivation to achieve SES high-level goals? • Capacity (3-fold) – it is expensive, doable • Safety (10 x) – it costs a lot, doable • Environment (red 10%) – in line with flight efficiency gains, doable • Cost reduction (by 50%) – how??main opportunities - reduction of the cost of fragmentation … economies of scale ?? • Business innovation.. • Is the unbundling of support services in accordance with the freedom of enterprise? • Have the ANSP’s owners enough freedom to shape their business strategy? • Technology • SESAR Master Plan and “centralised services”? Single European Sky

  33. Tänan tähelepanu eest! www.lennuakadeemia.ee Single European Sky

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