MT Plan 2009-2012 - · PDF fileNORWAY OSLO ACC ... 106 UNITED KINGDOM LONDON TC ... SAAM System for traffic Assignment & Analysis at Macroscopic level

European Medium-Term ATM NetworkCapacity Plan Assessment 2009-2012

Edition May 2008

DMEANDynamic Management of the European Airspace Network

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EUROPEAN MEDIUM TERM ATM NETWORK CAPACITY PLAN ASSESSMENT 2009-2012

Developed in the context of the Dynamic Management of the European Airspace Network Framework Programme

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CONTENTS 1. INTRODUCTION ................................................................................................................................ 1 2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE ....................................... 1 3. MEDIUM-TERM TRAFFIC FORECAST ........................................................................................ 2 4. MEDIUM-TERM CAPACITY REQUIREMENTS.......................................................................... 4 4.1. OVERALL NETWORK CAPACITY REQUIREMENTS ...................................................................................... 4 4.2. IMPACT OF TRAFFIC DISTRIBUTION ON MEDIUM-TERM CAPACITY PLANNING........................................... 7 4.3. DEVELOPMENT OF LOCAL CAPACITY PLANS ............................................................................................ 9 5. ENROUTE & TERMINAL AIRSPACE CAPACITY ENHANCEMENT ................................... 10 5.1. ACTIONS AT NETWORK AND LOCAL LEVEL ............................................................................................ 10 5.2. MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS ............................................................... 11 5.3. TRAFFIC FORECASTING.......................................................................................................................... 12 5.4. THE AIRSPACE ACTION PLAN: A STRUCTURED APPROACH TO ENHANCE EUROPEAN ATM NETWORK

CAPACITY AND EFFICIENCY .................................................................................................................. 13 5.5. ACC CAPACITY ENHANCEMENT MEASURES......................................................................................... 17 6. AIRPORTS.......................................................................................................................................... 19 6.1. AOE ACTIVITIES IN SUPPORT OF THE DMEAN FRAMEWORK PROGRAMME ......................................... 19 6.1.1 ANALYSIS AND DELAY REDUCTION ACTIVITIES.................................................................................... 21 6.1.2 AIRSIDE CAPACITY ENHANCEMENT (ACE) ACTIVITIES ........................................................................ 24 6.1.3 A-CDM GAP ANALYSIS AND IMPLEMENTATION ................................................................................... 25 6.1.4 CONTRIBUTION TO NETWORK OPERATIONS PLAN (NOP) ..................................................................... 28 6.2. ACTION PLANS IN SUPPORT OF DMEAN ACTIVITIES ............................................................................. 28 6.2.1 IATA / EUROCONTROL JOINT ACTION PLAN.................................................................................... 28 6.2.2 AENA / EUROCONTROL JOINT ACTION PLAN .................................................................................. 29 7. EXPECTED MEDIUM-TERM PERFORMANCE OF THE ATM NETWORK ........................ 30 7.1. MEDIUM-TERM DELAY FORECAST ......................................................................................................... 30 8. EXPECTED ENROUTE CAPACITY PERFORMANCE (2009-2012)......................................... 33 8.1. POTENTIAL BOTTLENECK AREAS AND EXPECTED SOLUTIONS ................................................................ 33 8.2. EXPECTED PERFORMANCE AT REGIONAL LEVEL ................................................................................... 35 9. CONCLUSIONS................................................................................................................................. 37



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ANNEX 1 : ACC TRAFFIC & CAPACITY.................................................................................................... 39 ALBANIA TIRANA ACC....................................................................................................................... 40 ARMENIA YEREVAN ACC.................................................................................................................... 41 AUSTRIA TIRANA ACC....................................................................................................................... 42 AZERBAIJAN BAKU ACC.......................................................................................................................... 43 BELGIUM BRUSSELS ACC ................................................................................................................... 44 BULGARIA SOFIA ACC.......................................................................................................................... 45 CROATIA ZAGREB ACC ...................................................................................................................... 46 CYPRUS NICOSIA ACC...................................................................................................................... 47 CZECH REPUBLIC PRAGUE ACC ...................................................................................................................... 48 DENMARK COPENHAGEN ACC ............................................................................................................. 49 ESTONIA TALLINN ACC ..................................................................................................................... 50 EUROCONTROL MAASTRICHT UAC.............................................................................................................. 51 FINLAND ROVANIEMI ACC................................................................................................................. 52 FINLAND TAMPERE ACC .................................................................................................................... 53 FRANCE BORDEAUX ACC ................................................................................................................. 54 FRANCE BREST ACC ......................................................................................................................... 55 FRANCE MARSEILLE ACC................................................................................................................. 56 FRANCE PARIS ACC .......................................................................................................................... 57 FRANCE REIMS ACC ......................................................................................................................... 58 FYROM SKOPJE ACC........................................................................................................................ 59 GERMANY BREMEN ACC...................................................................................................................... 60 GERMANY LANGEN ACC...................................................................................................................... 61 GERMANY KARLSRUHE UAC................................................................................................................ 62 GERMANY MUNICH ACC...................................................................................................................... 63 GREECE ATHENS ACC ...................................................................................................................... 64 GREECE MAKEDONIA ACC ............................................................................................................... 65 HUNGARY BUDAPEST ACC................................................................................................................... 66 IRELAND DUBLIN ACC....................................................................................................................... 67 IRELAND SHANNON ACC.................................................................................................................... 68 ITALY BRINDISI ACC ..................................................................................................................... 69 ITALY MILAN ACC ........................................................................................................................ 70 ITALY PADOVA ACC...................................................................................................................... 71 ITALY ROME ACC.......................................................................................................................... 72 LATVIA RIGA ACC ........................................................................................................................... 73 LITHUANIA VILNIUS ACC ...................................................................................................................... 74 MALTA MALTA ACC ....................................................................................................................... 75 MOLDOVA CHISINAU ACC.................................................................................................................... 76



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THE NETHERLANDS AMSTERDAM ACC............................................................................................................... 77 NORWAY BODO ACC.......................................................................................................................... 78 NORWAY OSLO ACC........................................................................................................................... 79 NORWAY STAVANGER ACC................................................................................................................ 80 POLAND WARSAW ACC .................................................................................................................... 81 PORTUGAL LISBON ACC........................................................................................................................ 82 ROMANIA BUCHAREST ACC ................................................................................................................ 83 SERBIA BELGRADE ACC.................................................................................................................. 84 SLOVAK REPUBLIC BRATISLAVA ACC................................................................................................................ 85 SLOVENIA LJUBLJANA ACC ................................................................................................................. 86 SPAIN BARCELONA ACC................................................................................................................ 87 SPAIN CANARIAS ACC................................................................................................................... 88 SPAIN MADRID ACC...................................................................................................................... 89 SPAIN PALMA ACC........................................................................................................................ 90 SPAIN SEVILLA ACC...................................................................................................................... 91 SWEDEN MALMO ACC....................................................................................................................... 92 SWEDEN STOCKHOLM ACC ............................................................................................................... 93 SWITZERLAND UAC WEST.......................................................................................................................... 94 SWITZERLAND UAC EAST........................................................................................................................... 95 SWITZERLAND GENEVA TCG ...................................................................................................................... 96 SWITZERLAND ZURICH TCZ........................................................................................................................ 97 TURKEY ANKARA ACC ..................................................................................................................... 98 TURKEY ISTANBUL ACC.................................................................................................................... 99 TURKEY IZMIR ACC ........................................................................................................................ 100 UKRAINE KHARKIV ACC .................................................................................................................. 101 UKRAINE KYIV ACC......................................................................................................................... 102 UKRAINE L’VIV ACC........................................................................................................................ 103 UKRAINE ODESA ACC ...................................................................................................................... 104 UKRAINE SIMFEROPOL ACC ............................................................................................................. 105 UNITED KINGDOM LONDON ACC.................................................................................................................... 106 UNITED KINGDOM LONDON TC....................................................................................................................... 107 UNITED KINGDOM PRESTWICK ACC ............................................................................................................... 108

ANNEX 2 : AIRPORTS................................................................................................................................... 111 AIRPORT: AMSTERDAM SCHIPHOL, NETHERLANDS.......................................................................................... 113 AIRPORT: BARCELONA, SPAIN ......................................................................................................................... 114 AIRPORT: BRUSSELS, BELGIUM........................................................................................................................ 114 AIRPORT: BUDAPEST, HUNGARY...................................................................................................................... 115 AIRPORT: COPENHAGEN, DENMARK ................................................................................................................ 116



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AIRPORT: DUBLIN, IRELAND ........................................................................................................................... 117 AIRPORT: FLORENCE, ITALY ............................................................................................................................ 118 AIRPORT: FRANKFURT/MAIN, GERMANY......................................................................................................... 119 AIRPORT: HERAKLION, GREECE....................................................................................................................... 120 AIRPORT: ISTANBUL, TURKEY.......................................................................................................................... 121 AIRPORT: LONDON HEATHROW, UK................................................................................................................ 122 AIRPORT: MADRID, SPAIN................................................................................................................................ 124 AIRPORT: MILAN/MALPENSA, ITALY ............................................................................................................... 124 AIRPORT: MILAN LINATE, ITALY ..................................................................................................................... 125 AIRPORT: MUNICH (MUC), GERMANY ............................................................................................................ 126 AIRPORT: PALMA, SPAIN.................................................................................................................................. 127 AIRPORT: PARIS /CDG, FRANCE ...................................................................................................................... 128 AIRPORT: PRAGUE, CZECH REPUBLIC .............................................................................................................. 129 AIRPORT: ROME FIUMICINO, ITALY ................................................................................................................. 130 AIRPORT: THESSALONIKI, GREECE................................................................................................................... 131 AIRPORT: VALENCIA, SPAIN............................................................................................................................. 132 AIRPORT: VENEZIA, ITALY............................................................................................................................... 133 AIRPORT: VIENNA/SCHWECHAT, AUSTRIA....................................................................................................... 134 AIRPORT: WARSAW, POLAND .......................................................................................................................... 135 AIRPORT: ZURICH, SWITZERLAND.................................................................................................................... 136

ANNEX 3: IATA/EUROCONTROL COMMON AIRPORT ACTION PLAN ......................................... 137



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ACRONYMS

AAS Advanced Airspace Scheme

ACC Area Control Centre

A-CDM Airports Collaborative Decision Making

ACE Airside Capacity Enhancement

ACI Airports Association Council

AEA Association of European Airlines

AENA Spanish Airport and Air Navigation administration

ANSP Air Navigation Service Provider

ANT EUROCONTROL Airspace & Navigation Team

AOE EUROCONTROL Airport Operations & Environment

APN EUROCONTROL Airspace Network Planning & Navigation

ARN (V6) ATS Route Network (Version 6)

ASM Airspace Management

ASMGCS Advanced Surface Movement Guidance System

ATC Air Traffic Control

ATFCM Air Traffic Flow and Capacity Management

ATFM Air Traffic Flow Management

ATM Air Traffic Management

ATS Air Traffic Service

CBA Cost Benefit Analysis

CDA Continuous Descent Approach

CDR Conditional Route

CDM Collaborative Decision Making

CEF Capacity Enhancement Function

CFMU EUROCONTROL Central Flow Management Unit

ECODA EUROCONTROL Enhanced Central Office for Delay Analysis

CRAM Conditional Route Availability Message

DFL Division Flight Level

DMAN Departure Manager

DMEAN Dynamic Management of the European Airspace Network

DOPs Directors Operations

ECAC European Civil Aviation Conference

ECIP European Convergence & Implementation Plan

FDPS Flight Data Processing System

FMP Flow Management Position

FUA Flexible Use of Airspace

HIRO High Intensity Runway Operations

IATA International Air Transport Association



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ICAO International Civil Aviation Organisation

IFPS Initial Flight Plan Processing System

LCIP Local Convergence & Implementation Plan

LVP Low Visibility Procedures

MTF Medium Term traffic Forecast

NEVAC Network Estimation & Visualisation of ACC Capacity

NM Nautical Miles

NOP Network Operations Plan

PC Provisional Council

PRC Performance Review Commission

PRU Performance Review Unit

PIATA Performance Indicators Analysis Tool For Airports

R/W Runway

RAD Route Availability Document

RNDSG Route Network Development Sub-group (of the ANT)

SAAM System for traffic Assignment & Analysis at Macroscopic level

STATFOR EUROCONTROL Statistics & Forecasting

STF Short Term traffic Forecast

TMA Terminal Manoeuvring Area (~Terminal Control Area)

UAC Upper Area control Centre



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EXECUTIVE SUMMARY The European Medium Term ATM Network Capacity Plan Assessment consolidates all local capacity plans into one single document and provides an outlook of the expected network performance for the period 2009-2012 with increased focus on 2009-2010.

This document has been developed in the context of the Dynamic Management of the European Airspace (DMEAN) Framework Programme. The intent is to provide a medium-term outlook of capacity requirements at network level and of capacity enhancement measures planned for each ACC. The Plan identifies potential bottlenecks and gives early indications to States and ANSPs on the need to plan for additional resources, on network interactions and on the need to implement improvements at network level.

In recent years, States, ANSPs and aircraft operators have cooperated fully with the Agency to address the required ATM capacity enhancement requirements and supported the interactive approach of the Agency for the development of well-based local capacity plans in the context of the LCIP development.

As part of the continuing drive towards the full integration of airports into the network capacity planning process, a description of the airport capacity assessment and enhancement work in progress is included, as well as specific information on the 25 most constraining airports.

The document identifies the airspace design activities which balance the deployment of additional capacity against increased flight efficiency over the European ATM network.

The 2009 Summer Network Operations Plan will be developed on the basis of this document, and will include updates resulting from the development of the 2009-2013 capacity plans in the Autumn of 2008. This will lead to a jointly agreed course of action with respect to resources, ATM tools and the potential for airspace/route network developments, and will fulfil some of the requirements expressed by various ATM partners in the context of DMEAN.

At European network level, the delay forecast for the period 2009-2010 shows that network delay will continue to be higher than the Provisional Council target of 1 minute per flight enroute. Delays in Summer 2009 are likely to be higher than initially expected due to the postponement of some major projects at local level; no improvement can be expected before 2011. Whereas there are plans to increase structural capacity, the shortage of qualified controllers remains a major obstacle to the enhancement of performance at local level. Despite the significant efforts made to ensure a more effective and flexible resource utilisation, problems are expected at ACCs in various parts of Europe, resulting in less-than-optimum sector configurations and opening schemes. Commitment to the timely implementation of existing plans remains a critical aspect.

The outlook indicates that the focus on the integration of capacity planning, civil-military co-operation, airspace design and management, airport operations and flow and capacity management into a network approach should be further strengthened.



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1. INTRODUCTION The European Medium-Term ATM Network Capacity Plan Assessment for the period 2009-2012 has been prepared by the EUROCONTROL Airspace Network Planning & Navigation (APN) business division and the Airport Operations & Environment business division (AOE), in the context of the cooperative process between the Air Navigation Service Providers (ANSPs), airports and the Agency for the development of local capacity plans. It is part of the consolidated planning process implemented through the Dynamic Management of European Airspace Network (DMEAN) Framework Programme.

The document provides a medium-term outlook of the capacity situation at network and local level, identifies possible bottlenecks and gives early indication of the need for additional measures, details of network interactions and improvements required at network level. It will allow an early assessment of the ability of the network to provide the required capacity and enable a jointly agreed course of action with respect to local actions and network developments.

Included is a brief review of past capacity performance, an assessment of the expected performance of the European ATM network in 2009 and 2010 and a summary of capacity enhancement measures planned for each Area Control Centre (ACC) for the period 2009-2012, as agreed with individual ANSPs during the development of capacity plans included in the Local Convergence and Implementation Plans (LCIP) 2008-2012.

As part of the continuing drive towards the full integration of airports into the network capacity planning process, a description of the airport capacity assessment and enhancement work in progress is included, as well as specific information on the 25 most constraining airports.

2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE The trend that began in 2000 with an increase in the European ATM network capacity across the European ATM network continued into 2007. The number of flights in Europe reached an all time high (over 10 million flights), but ATM delays increased for the third year running, and did not reach the 1 minute per flight enroute delay target set by the Provisional Council for Summer 2006 and reconfirmed as the target for the medium term.

In 2007 the average ATFM delay per flight was 2.1 minutes of which 1.2 minutes was attributed to en-route delay. For the Summer season the average ATFM delay per flight was 2.6 minutes of which 1.6 minutes was attributed to en-route delay. For the Summer period, the traffic increased by 5.3% over the previous Summer and for the whole year 2007, slightly higher than the high growth scenarios of the medium-term STATFOR forecast.

The average enroute delay per flight of 1.6 minutes for Summer 2007 was above the PC target of 1 minute and higher than the average enroute delay for Summer 2006 (1.4 minutes). The delay performance was in line with the forecast made at the beginning of the season.

The measures taken to enhance and better manage capacity led to an effective increase of the European network ATM capacity that is estimated to be 3.4% for the Summer period and 4.0% for the whole year 2007. As in 2006, the capacity increase was lower than the traffic growth.

More details concerning the capacity performance of the European ATM network could be found in the Network Operations Report for the Year 2007 issued by the EUROCONTROL Agency in February 2008.



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3. MEDIUM-TERM TRAFFIC FORECAST The latest EUROCONTROL STATFOR Medium-Term Forecast was published in February 2008 and covers the period 2008-2014. It indicates that, over this period, the average annual traffic growth in Europe is expected to be between 2.4% and 4.7% with a most likely value of 3.7% per year. The forecast is higher than the February 2007 forecast. See paragraph 5.3 for more information.

The traffic forecast per ACC assumes that most of the existing route network will continue to exist. In practice it will continue to develop and change.

The maps below show the traffic increase in 2009, 2010 and 2012 at ACC level, for the baseline growth scenario with current routeings. This traffic increase was derived for a representative period of the Summer season, on the basis of the origin-destination zones (ODZ) growth provided by STATFOR as part of the Medium-Term Forecast 2008-2014 released in February 2008.



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4. MEDIUM-TERM CAPACITY REQUIREMENTS

4.1. Overall network capacity requirements In 2001, the EUROCONTROL Provisional Council (PC/10) “endorsed an overall ATM network target to reduce progressively to a cost-optimum average ATFM delay of one minute per flight en-route by the Summer 2006, as a basis for the co-operative planning and provision of capacity”. This target was reconfirmed by PC/27 for the medium term (at least until 2013).

Actual delay for Summer 2007 was 1.6 minutes per flight enroute, higher than the target, and, for the third year running, an increase over the previous Summer. To meet the forecast demand and achieve and maintain the 1 minute enroute delay target, the “effective capacity” of the European ATM network needs to increase by 30% between Summer 2007 and Summer 2012. Current local capacity plans indicate that this will not be the case and that delays will increase further.

The following diagram illustrates the past and expected evolution of delay targets, en-route ATFM delay, traffic and “effective capacity”.

Traffic, Delay & Capacity Evolution - Summer

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Traffic CapacityForecast trafficForecast capacityPC delay targetAv ER delayAv ER delay forecast

The medium-term capacity requirement profiles, proposed to be used as the basis for co-operative planning and provision of capacity for the period 2009-2013 were derived during Spring 2008, in an interactive manner and in close co-operation with ANSPs.

These capacity requirement profiles are based on the following planning assumptions: • Achieving (by Summer 2009) and maintaining the PC average enroute delay target

of 1 minute per flight; • Traffic growth according to the STATFOR medium-term forecast (Mar 2008), low,

baseline and high traffic growth scenarios; • Forecast traffic distributed over the current and the shortest routes available on the

future ATS Route Network (Version ARN V.6 – Version 6), with generally unconstrained vertical profiles.

Capacity requirement scenarios are established for each ACC and for each year of the planning period, to allow more flexible and interactive planning of ATM capacity and a better reflection of local needs and realities. They are based on high, medium or low traffic growth and distribution over the current route network and on the shortest routes available on the future ATS Route Network.

The capacity requirement profiles that result from this cohesive planning methodology were approved at SCG/8 and will be published in the ECIP 2009-2013.



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For the medium-term capacity planning of the European ATM network, capacity profiles are set for existing and future ACC configurations (i.e. those planned to be operational between 2009 and 2013) in the ECAC area, by considering the whole ATM network and giving due consideration to airport capacity constraints.

The 2009-2013 ACC capacity profiles are linked to the ACC capacity baselines assessed and agreed during Summer 2007, and are used as a reference for medium term capacity planning. 2007 capacity baselines were also assessed for ACC configurations planned for implementation between 2009 and 2013, thus allowing the derivation of capacity profiles in the medium term.

The 2009-2013 planning cycle takes into account the following changes to areas of responsibility for ACCs requested by various ANSPs: Bulgaria ♦ Sofia ACC – all en-route airspace ♦ Varna becomes an APP unit – no profiles required Germany ♦ Karlsruhe UAC with the upper airspace of Munich ACC from 2012 ♦ Munich ACC without the upper airspace from 2012 Turkey ♦ Ankara ACC – all Turkish airspace above FL245 from 2011 ♦ Istanbul and Izmir ACCs – current areas of responsibility below FL245 from 2011 UK ♦ Merge of Manchester and Scottish ACC into new Prestwick Centre from 2010

As required by ANSPs and in line with the DMEAN requirements, 2009-2013 capacity profiles are also provided for a number of sector groups, on a bilateral basis.

At network level, air traffic is expected to grow between 2007 and 2012 by 21% for the baseline scenario and by 28% for the high growth scenario.

To meet this traffic growth and to achieve and maintain the enroute delay target over the same period, the European ATM Summer season network capacity needs to grow by 30% for the baseline traffic growth scenario and 37% for the high traffic growth scenario.

The difference between the traffic growth and the required capacity increase comes from the fact that the enroute delay target has not yet been met and a capacity increase higher than the traffic growth is required to close the capacity gap and meet future demand.

The maps on the following page illustrate the capacity increases per ACC required by 2012 for the baseline and high traffic growth scenarios.



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4.2. Impact of traffic distribution on medium-term capacity planning For medium term capacity planning, it is important to have a realistic traffic sample, taking into account future possible shifts in traffic distribution between the different ACCs. The transition of the future traffic demand towards shortest routes and unconstrained vertical profiles, as well as the successive improvements to route network efficiency in terms of route network design and utilisation, could have a significant impact on traffic distribution and on future capacity requirements. In addition, the differences between the en-route charges applied in different States could have a high impact on traffic distribution in certain parts of Europe. These effects are assessed through the capacity planning process.

4.2.1. Effect of traffic distribution via shortest available routes: the following map shows the average daily differences in traffic demand between the shortest available routes on ARN VST network and the routes that were flight planned during Summer 2007

If flights were to fly on the shortest route available, changes to traffic distribution would be observed in Central, South-Eastern and Eastern Europe.

There is significant potential for demand increase in Chisinau, Ljubljana, Skopje and Zagreb ACCs, as well as Belgrade, Izmir, Odessa and Simferopol ACCs. A corresponding decrease would be observed in Sofia and Budapest ACCs, as well as Bucharest, Ankara and Istanbul ACCs.



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4.2.2. Effect of traffic distribution via the cheapest available routes: the observed traffic distribution shows that even if the shortest route is fully available, it may not always be the chosen option of the aircraft operators, as the cost of the flight also depends on route charges. There is a trade-off between flying a longer distance and paying lower route charges. This effect could have a big impact on the future European traffic pattern. The effect has been assessed within the capacity planning process by providing the traffic distribution on the “cheapest route”, minimising the cost of each flight.

The map below shows the average daily differences in traffic demand between the cheapest and the shortest available routes, both on ARN VST network with released vertical constraints.

The main effects are seen in Central, South-Eastern and Eastern Europe. Estonia, Latvia, Lithuania, Poland, western Ukraine, Moldova, Serbia, and Bulgaria would get more traffic. On the other hand, Romania, southern Finland, Hungary, eastern Ukraine, eastern Italy, Albania, FYROM and part of Turkey would have less traffic.

4.2.3. Overall effect of traffic distribution over shortest and cheapest available routes: The European traffic pattern is highly dependent on the route selection made by the aircraft operators, especially on the flows between North-Western and South-Eastern Europe. The transition of demand towards more natural (shorter and/or cheaper) routes and unconstrained profiles has a significant impact in several ACCs. Increased interaction with airspace users would allow an improved assessment of the expected traffic distribution on the network.



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4.3. Development of local capacity plans To ensure the required delivery of capacity in the medium-term, detailed capacity plans are developed by the ANSPs for each ACC. The information included in this document is taken from the medium-term capacity plans included in Local Convergence and Implementation Plans (LCIP) 2008-2012. More details of ACC capacity enhancement initiatives can be found in the individual ACC pages. The map below indicates the capacity increases planned for Summer 2012 with respect to the agreed 2007 ACC capacity baseline.

Note that these capacity plans were based on the capacity requirement profiles 2008-2012, which in turn were based on the STATFOR February 2007 Medium Term traffic Forecast (MTF).

The ACC capacity requirements shown on the maps in para. 4.1 reflect the new profiles, updated in March 2008, based on the new, higher, STATFOR MTF. By comparing the existing plans with the new capacity profiles, we have an early indication of where capacity plans need to be upgraded. New capacity plans will be developed in Autumn 2008 in response to the ECIP 2009-2013 profiles.



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5. ENROUTE & TERMINAL AIRSPACE CAPACITY ENHANCEMENT

5.1. Actions at network and local level Network and local capacity enhancement initiatives are based on improved airspace organisation and management, the timely availability of controllers, Air Traffic Flow and Capacity Management (ATFCM) and new or upgraded ATM systems. The capacity benefit enabled by new technologies (P-RNAV, Mode S, data-link, etc.) is increasing, but the exploitation of their full potential is dependent on the number of compliant aircraft.

• DMEAN Capacity enhancement initiatives at network level are integrated into and enabled by the gradual deployment of the Dynamic Management of the European Airspace Network (DMEAN) Framework Programme, which brings together a number of initiatives in airspace design, collaborative decision-making (CDM), Flexible Use of Airspace (FUA) and ATFCM.

When the DMEAN operational concept is fully implemented in regard to airspace utilisation, the overall capacity gains at network level will be around 18 -20% over a period of 5 years.

• Airspace Structure Development Route network and sectorisation improvements are designed to enable more efficient use of the European airspace network. Local initiatives are discussed and coordinated at network level by the EUROCONTROL Route Network Development Sub Group (RNDSG) of the Airspace & Navigation Team (ANT). Members of this group include ANSPs from the majority of ECAC States, airline user groups and military representatives.

• Flexible Use of Airspace The full exploitation of FUA will improve civil-military cooperation and integration at network level. The dynamic provision of relevant ATM information will allow better utilisation of resources, through flexible and dynamic sector configuration management and the flexible rostering of controllers.

• ATFCM The CFMU continues to develop Air Traffic Flow & Capacity Management (ATFCM), working with ANSPs and aircraft operators to achieve a better utilisation of ATM capacity and a better integration of ATFCM and ASM processes. Major airspace changes, the implementation of new ATM systems and other special events are coordinated at European level through extensive preplanning and coordination process carried out between the key players, under CFMU coordination.

• Infrastructure & Systems The Agency continues to work in close co-operation with States, ANSPs and aircraft operators to ensure the necessary infrastructure improvements. This work covers both ATM and CNS infrastructure and will enable the transition towards more advanced network-wide infrastructure and operating concepts. Various initiatives, activities and programmes cover this area: Link 2000, Mode S, CASCADE, FASTI, 8.33 kHz, P-RNAV, eAIP, CHAIN, EAD, TMA2010, etc.



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The DMEAN Framework Programme and the ATFCM Strategy and Evolution Plan have the potential to address the key issues of planning, designing and managing the European ATM network in an integrated approach and to deliver immediate benefits. However, these benefits will be significantly reduced unless sufficient controllers are available to open optimum sector configurations.

5.2. Medium-term capacity planning processes and tools The Agency works closely with States, ANSPs and aircraft operators for the enhancement of European ATM network capacity, through improved capacity planning processes and tools. This is an ongoing process, requiring full commitment from all stakeholders and the implementation of truly collaborative decision-making processes in the DMEAN spirit.

The Agency produces capacity requirement profiles for each ACC and provides support to ANSPs to work them into the local capacity plans (LCIP). These are consolidated annually into this Medium-Term European Capacity Plan Assessment in a dynamic, interactive and entirely collaborative process.

The Capacity Planning Task Force, comprising capacity managers, planners and user groups, discusses key improvements to the medium-term capacity planning process and tools and agrees the work programme for the coming year. The development plan for the set of capacity planning tools is discussed, prioritised and agreed with ANSPs and airline associations and follows their expressed requirements.

• NEVAC One of the key tools is NEVAC (Network Estimation & Visualisation of ACC Capacity), version 2.0 of which is now available. NEVAC includes:

o Geographical and statistical analysis of delay distribution in time and space; o Demand volatility and fluctuation for ACCs, sectors and traffic volumes; o Analysis of network effects in terms of protection and penalisation; o Visualisation of future traffic with the possibility to change STATFOR scenarios

or specific growth parameters; o Detailed analysis of local traffic increases and prediction of future hotspots; o Improved Configuration Optimiser (ICO).

• SAAM Airspace design is continually being improved through the development and utilisation of the powerful SAAM (System for Traffic Assignment and Analysis at Macroscopic Level) tool, which enables a quick and reliable assessment of various airspace structure proposals and the development of optimised solutions, with respect to both capacity and flight efficiency.

The Agency widely distributes the common network capacity planning and airspace design tools and data and provides support and training to ANSPs. Through these actions a collaborative and interactive capacity and airspace planning process has evolved, based on common data and tools.

The capacity requirements for the period 2009-2013 were derived within this cooperative and transparent process. The Agency provides detailed information concerning future traffic demand, traffic distribution on the current and future route network, route choices of aircraft operators, expected demand at sector group and ACC level, optimum sector configurations, cost data, optimum delay information, airport demand, etc.



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ANSPs are provided with planning tools and databases (traffic samples, traffic forecasts, current and planned airspace structure) to enable a more detailed local analysis of the future capacity expectations and of the possible solutions to further increase ACC capacity.

Full training and support is provided and ANSPs are expected to make full use of these tools to evaluate the potential for future capacity and flight efficiency improvements, the need for more fundamental capacity enhancement solutions, and finally, for the development of well-based local capacity plans.

Through the Demand Data Repository, being developed in the context of DMEAN, the Agency will ensure a more dynamic and systematic provision of data for the capacity planning and airspace design tools.

To fully realise the benefits of an integrated approach between airspace design, ASM/FUA and ATFCM, a more flexible approach to flight planning from the users is needed. EUROCONTROL has initiated work to enable more flexibility in flight planning, but more responsiveness is required from all airspace users. Process and system improvements are required in the areas of flight planning and airspace status notification.

• CAPAN ANSPs in Croatia, Estonia, Germany, Maastricht UAC, Poland and Switzerland have requested the Agency to assess their sector capacities with a CAPAN (Capacity Analyser) analysis. This uses the EUROCONTROL Airspace Model as the simulation engine to determine the workload of simulated controller positions for a given traffic sample. The capacity of the sector is deemed to be reached when the workload on any of the simulated working positions (generally the radar controller or the planning controller position) reaches a predetermined threshold. As a result, some ACCs will increase their sector capacities.

5.3. Traffic forecasting The EUROCONTROL Statistics and Forecasting (STATFOR) unit provides short, medium and long term traffic forecasts at State level. The STATFOR service of statistics and forecasts is discussed and reviewed by the STATFOR User Group, a body of European forecasting and statistics experts that meets regularly.

The Short Term Forecast looks 2 years ahead. It is produced 4 times a year and is statistically derived from recent data.

The Medium Term Forecast looks 7 years ahead. It is produced once a year in February and combines flight statistics with economic growth and models of important drivers in the industry such as costs, airport capacity, passengers, load factors, aircraft size etc. High, baseline and low growth scenarios are presented.

Long-term forecasts are published every two years and look at a range of distinct scenarios of how the air traffic industry might look in 20 years time. This allows a range of ‘what if?’ questions to be explored, for factors inside the industry (e.g. the growth of very light jets, or of point-to-point traffic) or outside (e.g. the price of oil, environmental constraints).

More information on STATFOR can be found by following the link below: www.eurocontrol.int/statfor

The EUROCONTROL Capacity Enhancement function uses the STATFOR medium term traffic forecast to derive a range of forecasts at ACC level, on which the medium term capacity requirement profiles determined each year are based.

http://www.eurocontrol.int/statfor



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Improvements in traffic forecasts foreseen in the context of DMEAN include: A short-term traffic forecast for States, ACCs, Sector Groups and airports,

covering the period from 1 to 24 months and providing Origin/Destination Zone (ODZ) information;

A medium-term traffic forecast for States, ACCs, Sector Groups and airports, covering the period “current year +2 to current year +6”;

A monthly, weekly and daily operational demand forecast for States, ACCs, Sector Groups and airports;

A 4D map view of the expected demand over various periods at States, ACCs and Sector Groups level;

A fully accessible database of flights for various periods for any selected area; Distribution of traffic on the shortest routes over the future route network; Distribution of traffic demand on cheapest routes, based on service provision

costs forecast; Performance criteria for various forecasts.

Much work is performed by the Agency to provide a range of demand forecasts to ANSPs. Nevertheless, there is limited input from aircraft operators and from other sources of information. Through DMEAN, tools and support processes are being defined to improve the quality of data and to ensure regular updates.

5.4. The Airspace Action Plan: a Structured Approach to Enhance European ATM Network Capacity and Efficiency At its 28th meeting, the EUROCONTROL Provisional Council approved the Airspace Action Plan, which covers the need for an efficient pan-European ATM Network approach and proposes a number of concrete actions to improve network efficiency and capacity through the creation of an efficient ATS Route Network (ARN), combined with flight efficiency scenarios to safely and efficiently accommodate the expected traffic growth. The plan responds to the high level objectives of the Single European Sky and will help to eliminate fragmentation.

ACTION 1: Develop, maintain and gradually implement the AAS Route Network between 2009 and 2015

The feasibility of creating an efficient and optimum pan-European ATS Route Network, aligned with major traffic flows and independent of national boundaries, has been demonstrated through the development of the Advanced Airspace Scheme (AAS) route network. The AAS is based on an advanced concept for airspace design and is an evolving roadmap for the European ATS Route Network from which successive ARN versions and annual improvements will be derived, in close cooperation with States’ civil and military authorities, ANSPs and airspace users. The AAS Route Network integrates into one single operational concept airspace design, advanced ASM/FUA and ATFCM, allowing for the development of a more efficient route network and sectorisation that offers greater flexibility and responsiveness to airspace users. The AAS Route Network takes a long-term view of the ECAC airspace structure, includes updates coming from Functional Airspace Block developments or from other local or sub-regional initiatives, and incorporates elements designed for implementation between 2008 and 2015, providing the foundation for future airspace concept developments within the context of SESAR. It will be implemented when specific operational, technical or political requirements are in place at local and/or network level.



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ACTION 2: Develop and implement the ARN V6 The first phase of the deployment of the AAS route network is the ARN Version 6 that will combine medium term and long-term route network elements, where these are considered mature enough. The ARN V6 will focus on the extensive application of the AAS concept and prepare the way for full DMEAN operations such as: application of predetermined scenarios; predefined direct routeings; development of CDRs based on enhanced FUA; cross border sector adaptation; modular sector configuration in relation with route network variation interconnectivity with TMAs.

The following diagram describes the development and the deployment process agreed for the ARN V6.

The development of the future route network is based on a coordinated and integrated approach towards European airspace design where the entire European airspace is treated as a continuum. The development of ARN V6 provides for a balanced and cooperative approach between national, regional and European-wide requirements and gives a high priority to expressed user requirements. All proposals are consolidated in a coherent plan that integrates a series of regional and national improvement projects at varying stages of maturity. ARN V6 responds to the DMEAN operational concept as it integrates predetermined scenarios and their associated modus operandi and provides predefined direct routeings.

ARN V6 includes a significant number of proposals to improve both the capacity and flight efficiency of the European airspace structure. Clearly, these proposals need to be implemented without major alteration if full benefits are to be realised.

Significant environmental benefits could be achieved through the full implementation of the ARN V6, which has the potential to reduce CO2 emissions by approximately 120KTons per year. Further reductions of between 1.5% and 2% of the flying



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distance will be possible through the deployment of the AAS and of the other measures listed.

ACTION 3: FLIGHT EFFICIENCY ENHANCEMENT a) Examine reasons and identify solutions for the city pairs with the highest total

route extension; b) Implement gradually the existing 19 flight efficiency scenarios and identify any

potential additional scenarios; c) Reduce the number of RAD restrictions; d) Identify and implement improved airspace solutions for 10 critical TMAs.

The significant investment and collaborative actions to increase enroute capacity over the last 15 years (route network development, RVSM, FUA, ATFM) have also improved the efficiency of the enroute network, with the associated fuel savings being directly translatable into environmental benefits.

Nevertheless, ATM faces increasing pressure from two areas: airspace users continue to press for more direct routes, and the climate change challenge generates public and political pressure for flight efficiency measures.

To respond to these challenges and to ensure a continued performance driven planning process, the PC/27 approved a flight efficiency target that requires a reduction in the European average route extension per flight of two kilometres per annum until 2010.

The route choice made by the airspace users varies according to individual flight priorities, meteorological conditions, the overall ATM capacity situation, enroute charges etc. In general, airspace users have a good choice of routes today and demonstrate a clear preference for the shortest or the cheapest route.

In 2007, 67% of the city pairs in Europe had a route extension of less than 5%, 27.5% had a route extension of 5%-12% and only 5.5% had a route extension greater than 12%. The route extension is calculated as the difference between the flight planned route and the great circle route from TMA to TMA (30 NM around airports).

The 50 city pairs with the highest total route extension (number of flights x additional route length) are being examined to identify the reasons behind the statistics. Solutions are explored with ANSPs to eliminate or reduce them to the maximum extent possible, without impacting safety or capacity. Agreed solutions are included in the ARN V6 and deployed through the annual set of improvements.

As a further initiative, the RNDSG will develop flight efficiency scenarios that will activate shorter routes together with specific rules for their use. The successful implementation of scenarios requires an integrated ASM/FUA/ATFCM approach and flexible flight-planning.

As part of the V6 development, a comparison of a traffic sample with CDR2 routes open and CDR2 routes closed produced a total mileage saving of 0.3% at ECAC level. Local benefits in areas with a high number of CDR2 routes is of course greater. The enhanced ASM/FUA processes foreseen in DMEAN will improve all phases of the process, from the initial coordination between the AMC and FMP to the re-filing of flight plans via available CDRs. The CFMU plays a major role in facilitating the ASM/ATFCM integrated activities.

The majority of CDRs not used offer savings of less than 20nm, probably because airspace users do not consider this a significant enough saving for an individual flight to justify re-filing the flight plan. However, if all CDRs were used, the overall saving of fuel and CO2 would be considerable; rerouteing should be encouraged and could be ensured by the automatic re-filing of flight plans via available CDRs.



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Additional flight efficiency improvements could be achieved through further removal of the restrictions in the Route Availability Document (RAD), and through the elimination of flight level constraints (“level capping”) for selected traffic flows. Additionally, the requirement for the RAD to be applicable on a 24 hour basis should be reviewed.

There is also potential to enhance flight efficiency through better terminal airspace design, through: Review of existing TMA limits; Improved connections with the enroute network; Flexible and dynamic sector configurations; Cross-border sectorisation; Extensive application of P-RNAV and Continuous Descent Approach (CDA)

procedures; Enhanced controller tools to reduce controller workload.

EUROCONTROL has developed comprehensive guidelines for terminal airspace design and has launched the TMA 2010+ Programme to tackle these issues. This requires extensive work at local level with ANSPs and airspace users as TMA design requires a more localised approach. Individual projects are run with a number of ANSPs to develop and optimise the use of terminal airspace.

The full implementation of existing proposals for an improved ATS route network, supported by an adapted sectorisation, has the potential to gradually bring the following significant flight efficiency savings: ATS Route Network ARN V6: +/- 60000 NM per day – 250 M€ per year Full AAS deployment: +/- 30000 NM per day –150 M€ per year Flight efficiency scenarios: +/- 15-20000 NM per day – 50-70 M€ per year

(depending on agreed scenarios)

ACTION 4: Support airspace developments in the context of the FAB initiatives, ensure network connectivity and a continuous cross-fertilisation with the AAS Route Network and successive ARN Versions

EUROCONTROL offers operational and technical assistance for airspace development in the context of the FAB initiatives. By using the SAAM tool and common traffic and airspace data, network inter-connectivity and the delivery of an optimum European ATS route network and adapted sectorisation is ensured. The solutions emerging from the FAB initiatives will be included in the development of the AAS Route Network, and the agreed outcome will appear in successive ARN Versions as soon as the political, technical and operational conditions for implementation are met.

More information about local airspace structure development can be found on the individual ACC pages, and comprehensive information on planned route network and sectorisation improvements is available in the Summer Short-Term improvements list and in the ARN V6 catalogue of routes (to be published in October 2008).



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5.5. ACC Capacity Enhancement Measures

• Increased sector throughput and the use of optimum configurations The Italian ACCs, Lisbon ACC and Warsaw ACC will tactically revise their sector loads. Tirana ACC, Vilnius ACC and Zagreb ACC plan to increase their declared sector capacities or monitoring values.

Several ACCs plan to increase the opening times of optimum sector configurations during peak hours: Belgrade ACC, Brussels ACC, Copenhagen ACC, Lisbon ACC, Maastricht UAC, Nicosia ACC, the Norwegian ACCs, Prague ACC, Rome ACC, Skopje ACC, Spanish ACCs, Tallinn ACC, Warsaw ACC, and Zagreb ACC.

• Effective resource utilisation Several ACCs will continue to operate with staffing constraints. Nevertheless, the achievement of a better performance is planned through more effective resource utilisation. Dynamic and flexible sectorisation and configuration management, adaptation of sector opening times and improved flexibility in staff rostering remain key measures for better adaptation of the available capacity to the demand, leading to effective and sustainable reduction of ATFM delays.

Improved availability of controllers, either through recruitment or flexible rostering, is planned at Belgrade ACC, Bratislava ACC, Budapest ACC/APP, Copenhagen ACC, French ACCs, Greek ACCs, Irish ACCs, Lisbon ACC, Ljubljana ACC, Maastricht UAC, Nicosia ACC/APP, the Norwegian ACCs, Prague ACC, Rome ACC, Skopje ACC, Spanish ACCs, Swedish ACCs, Swiss ACCs, Tallinn ACC, Tirana ACC, Turkish ACCs, UK ACCs, Vienna ACC/APP, Warsaw ACC and Zagreb ACC.

• New ATM systems and ATM system upgrades Several States plan new ATM systems, system upgrades and/or implementation of additional functionalities that will generate increased capacity during the planning period: Albania: Tirana ACC – new ATM system and facilities Austria: Vienna ACC – new ATM system, multi-sector planning, MTCD Azerbaijan: new ATM system Belgium: Brussels ACC - implementation of CANAC 2 Bulgaria: new ATM system Croatia: Zagreb ACC – additional system functionalities Cyprus: Nicosia ACC – new ATM system EUROCONTROL: Maastricht UAC – full exploitation and further development of new

FDPS, Traffic Management System & introduction of gates/fences (MANTAS) French ACCs: regular system upgrades and implementation of ARTAS German ACCs: implementation of new ATM system (P1/VAFORIT) system at

Karlsruhe UAC and system upgrade at other German ACCs Greek ACCs: MTCD Irish ACCs: ATM system upgrade Hungary: Budapest ACC – introduction of multi-sector planning Italian ACCs: new ATM system functionalities, VDL Mode2, Mode S infrastructure Latvia: Riga ACC – additional system functionalities Poland: new ATM system Serbia: new ATM system Slovak Republic: new ATM system Slovenia: Ljubljana – FDPS upgrade Spanish ACCs: ATM system upgrade Swedish ACCs: ATM system upgrade



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Swiss ACCs: new ATM system at Zurich ACC, additional functionalities at Geneva ACC

Turkey: new ATM system combined with complete reorganisation of airspace Ukraine: Dnipropetrovs’k and Simferopol ACCs – new ATM system UK: Implementation of new ATM system iFACTS at London ACC; merge of

Scottish and Manchester ACCs into new Prestwick ACC

The EUROCONTROL Agency provides support to ANSPs involved in the implementation of new ATM systems in terms of technical expertise, airspace planning, capacity planning, simulation and capacity management during the transition period.

• Implementation of Mode S and data link Implementation of Mode S stations is currently planned as follows: Austria – implementation of Mode S France – gradual upgrade of existing stations to Mode S for elementary and

eventually enhanced surveillance Germany – gradual upgrade of existing stations to Mode S Italy – gradual improvement of Mode S infrastructure for elementary and eventually

enhanced surveillance Netherlands – full implementation for elementary surveillance Switzerland – Mode S elementary surveillance UK – gradual deployment of Mode S stations for elementary and eventually

enhanced surveillance Implementation of air/ground data link is currently planned as follows: Austria – gradual deployment for TWR, APP and ACC All French ACCs – gradual implementation for TWR and en-route Germany – gradual implementation for TWR and en-route Ireland – gradual implementation for TWR and en-route Italy – gradual implementation for TWR and en-route Portugal – implementation of data link for non time-critical messages Spain – gradual implementation for TWR and en-route Switzerland –gradual implementation for TWR and en-route UK – implementation opportunities being explored Maastricht UAC – progressive use of air-ground data link (since 2003), capacity

benefits dependent on the aircraft equipage rates

• Other Local Capacity Enhancement Measures Additional capacity benefits will result from improvements to Letters of Agreement (LoA) between ATC units, more effective civil/military co-operation processes, capacity management processes, etc.

• Pan-European Capacity Enhancement Programmes The EUROCONTROL Agency continues work at European network level, in close cooperation with States, ANSPs and airspace users to progressively enhance and optimise the use of the available European ATM capacity in a cost-effective manner.



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6. AIRPORTS The full integration of airports into the European capacity planning process is essential for planning the development of the European air traffic system. Improved availability and accuracy of information on airport capacity as well as local airport plans ensures the timely development of airspace capacity enhancement measures, providing maximum benefit to the European ATM network as a whole.

In order to sustain growth an airport must engage in airside capacity planning to meet future demand. Through the activities of the Airspace, Network Planning and Navigation (APN) Business Division and the Airport Operations & Environment (AOE) Business Division of EUROCONTROL, airports are being integrated into the European capacity planning process, with the primary objective being to provide a method to identify and target the constraints that limit current and/or future ATM network capacity. Key stakeholders from all areas of an airport must be involved, including airlines, ATS providers, airport operations, etc.

This chapter aims at providing information on European airports that is relevant to the Medium Term ATM Capacity Planning Process by reporting all available and public information on:

Current and forecast traffic demand Information on capacity constraints Information on all areas associated with the development of an airport

This information supports the early identification of issues that affect capacity (either positive or negative), and the need for improvements.

This chapter also includes an information page for each of the 25 airports identified as having a potential effect upon the network in terms of ATFCM delay.

The Medium Term ATM Capacity Plan Assessment for the period of 2009-2012 is an important part of the consolidated planning process implemented through the Dynamic Management of the European Airspace Network (DMEAN) Framework Programme.

The initiatives currently being explored by the EUROCONTROL Airport Operations and Environment Business Division (AOE) aim to improve airport and network capacity and to increase the operational efficiency of airports. All are fully in line with the DMEAN Framework Programme objectives and are undertaken in full coordination with the DMEAN Programme. A description of each activity is described in the section below.

6.1. AOE Activities in support of the DMEAN Framework Programme A prime objective of the DMEAN programme is to reduce delays at network level. A reduction of airport delay should not be considered in isolation nor disassociated from airside capacity and efficiency issues in general, and in particular from the runway capacity declaration process which is a critical element. Identifying and utilising sufficient airside capacity as well as having efficient airport operations are key determinants in the airport delay reduction process.

However, before the full benefits of enhancing capacity or operational efficiency can be realised, there needs to be a full analysis of the real reasons for airport ATM related delays.



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The following sections provide details on the AOE activities in support of DMEAN. Four major activities are currently underway:

Analysis and Delay Reduction activities

Airside Capacity Enhancement (ACE) activities

Airport Collaborative Decision Making (A-CDM) activities

Contribution to Network Operations Plan (NOP)

Work during 2007 focussed on the 25 airports identified as potentially having a effect upon the network in terms of ATFCM delay.

Country Airport Delay Analysis ACE A-CDM

Austria Vienna (complete) (complete) (ongoing) Belgium Brussels (ongoing) (ongoing) Czech Rep. Prague (complete) (complete) (ongoing) Hungary Budapest (complete) (complete) (ongoing) Denmark Copenhagen (planned) (planned) France Paris CDG (ongoing)

Frankfurt (ongoing) (planned) Germany Munich (ongoing) (completed) Heraklion (ongoing) (ongoing) (ongoing) Greece Thessaloniki (planned) (planned) (planned)

Ireland Dublin (ongoing) Florence

Milan Linate

Milan Malpensa (complete) (ongoing) (ongoing) Rome Fiumicino (ongoing) (ongoing) (ongoing)

Italy

Venezia

Netherlands Amsterdam Schiphol

(to be planned) (ongoing)

Poland Warsaw (planned) (ongoing) (ongoing) Valencia Barcelona Madrid Barajas

Spain

Palma (Mallorca)

AENA / EUROCONTROL Action Plan

Switzerland Zurich (planned) (planned) (ongoing) Turkey Istanbul (complete) (ongoing) (ongoing) UK London Heathrow (planned) (ongoing)

Table 1: 25 Airports

For more details on planned and/or on-going AOE activities at the above airports, refer to Annex 2.

A DMEAN Airport Implementation Coordination Group has been created to coordinate all these activities. The group consists of representatives from:

Concerned EUROCONTROL units, including the CFMU, eCODA, Airspace, Network Planning & Navigation (APN), Capacity Enhancement Function (CEF) and the Airport Operations and Environment Business Division (AOE)

The Performance Review Unit (PRU) IATA ACI EUROPE



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EUACA (European Union Airports Co-ordination Association)

In addition, in order to accelerate the implementation of required actions, two Action Plans have been agreed between EUROCONTROL and some key international bodies:

IATA / EUROCONTROL Joint Action Plan (refer to Section 6.2.1) AENA / EUROCONTROL Joint Action Plan (refer to Section 6.2.2)

6.1.1 Analysis and Delay Reduction Activities The AOE Business Division is currently tasked to perform actions to reduce delays at 25 European airports where capacity constraints have an effect upon the network.

All delay reduction actions are fully supported by the EUROCONTROL Provisional Council (PC).

6.1.1.1 Study on the Real Reasons for Airport ATM related Delays The Provisional Council (PC) tasked EUROCONTROL to undertake a study aiming at analysing and identifying the real reasons for delays. The outcome of this study will support any actions that may contribute to the reduction of airport ATM related delays and may influence the way delay issues are addressed, including mitigation actions at airports.

The final results will become available at Q4 2008. This study is supported by the completion of a number of delay analyses performed at individual airports during 2007 and 2008.

A generic report will be produced, using de-identified information, highlighting the real reasons for delay. Generic guidelines for identifying real reasons for airport ATM related delays will be produced, as well as recommendations on their reduction.

This study attempts to drill one level down from the official stated delay reasons (e.g. reports from CFMU, AEA, and e-CODA) by getting a better understanding of the complex interactions.

For individual airports taking part of this analysis process, local delay analysis reports and more importantly, delay reduction action plans, will be produced in conjunction with stakeholders.

The following areas are included in this study: the impact of weather on delays, current versus predicted capacity and the oversupply of aircraft with respect to the slot coordination process.

The results will also serve to enhance AOE delay reduction guidelines and best practices that will be recommended to the airports concerned.

6.1.1.2 Delay Monitoring Process To ensure proper support to stakeholders, EUROCONTROL is establishing a dynamic demand/capacity versus delay monitoring process, to track operational performance of individual airports and to identify issues at an early stage, analysing airport delays from a short- and medium-term perspective; notably:



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Short term activities

Causes of non-optimum airport throughput are identified by means of specially prepared Central Flow Management Unit (CFMU) airport delay reports, which are reviewed on a monthly basis in order to identify short term issues that result in high ATFCM delays.

AOE collaborates with the Air Traffic Statistics and Forecast Service (STATFOR) to routinely supply forecasts on targeted airports. By reviewing the short term forecasts, any developing trends at the concerned airports are identified at an early stage to enable remedial actions.

Medium term activities

The ACE project team systematically examines and follows up capacity issues at individual airports via local visits and taking into account the information available at different sources such as ACI, electronic Central Office for Delay Analysis (eCODA), CFMU and PRU.

To facilitate this activity a standard template has been developed jointly by the ACE Project team and the Performance Review Unit (PRU) containing information on individual airports. The objective is to combine airport information from different sources and to provide an annual ‘synopsis’ of individual airports.

These data sheets incorporate data from available sources including the CFMU, electronic Central Office for Delay Analysis (eCODA) and specific local information from the airport’s key stakeholders; thus providing baseline capacity declarations, operational, physical and environmental aspects, the implementation status of commonly agreed best practices and a broad overview of elements which could constrain or improve the airport’s capacity.

These data sheets combined with routinely focussed medium term forecasts of targeted airports (STATFOR), serve as the initial information basis for site-specific delay analysis and the development of local action plans to mitigate delays.

6.1.1.3 Analysis and Delay Reduction at individual airports Airports identified as having a potential effect upon the network are approached on an individual basis by AOE. Airports can also ask for EUROCONTROL assistance according to their specific needs. This activity is conducted in close collaboration with local stakeholders.

This activity considers the available data coming from the recurrent delay monitoring process (refer to section 6.1.1.2), but a more in-depth analysis of local circumstances is performed. The following is considered: Historical evaluation of delays Actual real reason(s) for delays What is meant by ATC/Aerodrome delays Who is involved in the capacity declaration process and is there a buy-in from all

the stakeholders (the capacity declaration should reflect ATC/Aerodrome limits) What are the reasons for additional traffic over and above the capacity declaration How is extra traffic such as General Aviation accommodated How many off-slot operations are experienced and how these are dealt with Is there an (efficient) slot monitoring committee



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AOE supports individual airports in analysing their local reasons for delays by applying the following steps: Analysis of available data coming from the recurrent delay monitoring process

(refer to section 6.1.1.2) to track operational performance Analysis and identification of local reasons for delays Assistance in developing a local action plan for delay reduction Facilitate and monitor implementation of the local Action Plan and best practices Follow-up results and provide feedback

Current status: The DMEAN Framework Programme has initially focused its activities on the 25 airports identified as having a potential effect upon the network in terms of ATFCM delay.

The delay analysis process for a number of these airports has been initiated and a high-level timetable for further actions has been proposed. Refer to Annex 2 for further details on the status at each airport.

Way forward In the context of the “Challenges to Growth 2008” report, it is anticipated that more network constraining airports will be identified. In total, there were 9,352,583 minutes of delay attributable to airport regulations in 2007, generated by 201 individual airports. 40 airports contributed to 91% of the delay, and just 9 airports contributed to 50% of the delay (nearly 5 million minutes).

There may also be a requirement to include seasonal airports in the group of constraining airports. In this context AOE will provide an enhanced list of network constraining airports (as a part of the study on real reasons for Airport ATM related delays - refer to section 6.1.1.1).

As a consequence, it is anticipated that the DMEAN activities will soon be extended to additional airports (anticipated 40 airports).

6.1.1.4 Capacity Declaration Process Analysis Airport delays should not be considered in isolation. Capacity at a number of airports is limited and action is required to ensure that capacity is not superseded by demand at a particular moment on the day of operations. The experience gained at numerous airports indicates that regulations and delays are a daily reality, even in normal weather conditions.

If we accept a commonly supported capacity declaration process, based upon accurate capacity assessment along with an efficient slot monitoring process, slot regulations should rarely be needed.

Maximum airside capacity is not solely reliant on runway capacity. Aprons and taxiways must be capable of maintaining sufficient traffic throughput to match the runway capacity. Terminal area capacity, both arrivals and departures, terminal building, ATC staff levels and equipment should not be neglected during the capacity declaration process.

This activity aims to promote the capacity declaration process amongst airport stakeholders, based on an accurate capacity assessment and an efficient slot monitoring process.

Current status Generic guidelines are under development and will become available by Q4 2008 as part of the “Generic guidelines for identifying real reasons for delays and



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recommendations for delay reduction” – refer to section 6.1.1.1.

6.1.1.5 Demand / Capacity Analysis This activity consists in identifying the airports that are expected to potentially affect the network on the next 5 years. The analysis is performed on a rolling 5 year basis, in line with the SESAR timeframes.

The ratio of demand and capacity provides insight into the potential for delays at an airport. As well as the demand/capacity ratio for current traffic levels, medium term annual demand forecast data using airport specific high, base and low forecasts from STATFOR for each of the selected airports are considered in this activity.

Although most of the 25 most constraining airports are coordinated airports (and therefore declare their capacity on a seasonal basis), annual airside capacity is sometimes difficult to obtain. Some airports publish detailed analysis on demand and capacity, taking into account hourly and seasonal variations, while others only publish an overall declared hourly capacity. There is a need to identify and define available best practices to determine annual declared capacity.

The demand/capacity ratio will be computed on a yearly basis for the 3 different traffic growth scenarios and presented graphically in order to visualise the trend and anticipate any lack of capacity in the medium term.

Current status: Under development and will be completed in 2009.

6.1.2 Airside Capacity Enhancement (ACE) Activities The improvement of an airport’s capacity baseline through efficiency enhancing activities, together with longer term local capacity planning is essential to maximise the benefit to the European network.

In general terms this is done by: Unlocking latent capacity Maximising runway(s) potential Mitigating local constraints

The ACE project’s primary focus is to provide airport stakeholders with proven solutions in order to release latent airside capacity in the short term.

ACE supports airports by: Identifying the operational practices to be assessed Holding forums (ATCO/Pilot, joint) to extract operational practices from field

experts Providing proven operational / technical solutions based upon those in use at

European airports with successful records of sustained high intensity runway operations

Supplying guidance on methods for continuous improvement of local operations based upon best practices in areas such as ATC procedures, infrastructure changes, general efficiency enablers and low visibility conditions

Launching awareness campaigns Facilitating airports in establishing a capacity enhancement plan (including short

and medium term requirements)

The implementation of the ACE best practices provides airport stakeholders with proven methodologies to release latent airside capacity in the short term, and thereby



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reduce the level of delays and meet forecast demand.

Further information on ACE can be found at the ACE website1.

6.1.3 A-CDM Gap Analysis and Implementation The DMEAN Framework Programme enables a collaborative network approach. It supports all partners in delivering operational improvements to unlock Europe’s potential capacity. As part of DMEAN, Airport CDM is identified as the driver and mechanism to dynamically integrate airports and the Network.

As shown in Table 1, prime attention has been given to the 25 airports identified as having a potential effect upon the network. All 25 airports have been selected for an Airport CDM gap analysis study, to be conducted by the AOE Airport CDM project, followed by full Airport CDM implementation.

With the forecast traffic demand and the limited infrastructure developments, the challenge of maximising operations at airports is increasing. There is an urgent need for full collaboration between the airport partners, to share operational data in a coherent and transparent manner in the context of arrivals, ground operations and departures. Action is needed now to avoid a negative impact on the network, resulting in more delays and increased operating costs.

6.1.3.1 Airport CDM Gap Analysis The Airport CDM gap analysis activity conducted by the EUROCONTROL Airport CDM project predominately looks at the data availability and exchange between the airport partners. Good operational procedures and cultural change are the essence of Collaborative Decision Making. As a result of an Airport CDM gap analysis, a report is produced highlighting the airport’s compliance to EUROCONTROL Airport CDM implementation guidelines. The report seeks acceptance of the recommendations by all airport stakeholders such that A-CDM benefits are maximised, resulting in a phased approach to the implementation of the required Airport CDM concept elements.

The objectives of the Airport CDM project are: To enable a permanent dialogue between the various airport partners through

improved information management To exchange continuously updated information on relevant events in real-time To increase efficiency of airport operations To enable partners involved in ATM to achieve more efficient decision making,

including the EUROCONTROL Central Flow Management Unit (CFMU), to optimise the ATFCM slot allocation process and achieve more efficient use of the ATM network capacity by dynamically sharing accurate departure information between airports and the European network.

1 http://www.eurocontrol.int/airports/public/standard_page/APR1_Projects_ACE.html



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6.1.3.2 Airport CDM Implementation Based on the recommendations resulting from the Airport CDM gap analysis, airport partners agree an Airport CDM implementation plan. The implementation plan is often built upon a phased approach by incrementally implementing the Airport CDM concept elements, considering local constraints and priorities.

Detailed Information on each of the steps for implementation of Airport CDM can be found at the A-CDM website2.

6.1.3.3 Dynamically Integrating Airports into the ATM Network Enhancing data Exchange between Airports and the CFMU The exchange of Flight Update Messages (FUM) and Departure Planning Information (DPI) messages between a CDM Airport and the CFMU aims to further improve the flexibility of airport operations enabling an optimal use of the European network.

The FUM generated by the CFMU provides airports with very accurate estimated landing times based on radar data.

The DPI messages sent by airports to the CFMU provide the CFMU with enhanced take off estimates during the arrival, turnaround and departure phases based on the progress of the flight.

An improved awareness of off-block times with variable taxi out times leads to a reduction in lost ATFCM slots and improved ATFCM slot adherence.

Benefits to date Airport CDM is seen as the mechanism to integrate airports in the network. The EUROCONTROL Airport CDM Project, in conjunction with the CFMU, has been testing and validating the Departure Planning Information (DPI) messages with a number of European airports and first results have proven very positive.

On 7th June 2007, Munich Airport became the first European Airport to fully implement Airport CDM. One of the significant outputs was exchange of DPI messages with CFMU Enhanced Tactical Flow Management System (ETFMS). These messages are now fully processed by the operational system for all flights departing from Munich Airport. DPI messages provide the CFMU with accurate predictions of off-block times and take-off times, based on collaborative procedures. With this real-time data the CFMU updates its operational flight profile calculations and shares the information with downstream arrival units. Refer to paragraph below for more details about expected network benefits.

The local benefits of implementing Airport CDM at Munich Airport are significant. These include enhanced operational efficiency, reduction in delay, use of available infrastructure and resources, predictability and a 10% average reduction in taxi times for departures. The fuel saving at Munich alone is €2.65 million per annum. More details on the Airport CDM Munich implementation can be found at http://www.euro-cdm.org/airport/munich.html.

Expect Network Benefits The benefits of Airport CDM are not limited to the airport concerned. It is increasingly recognised that with more airports implementing collaborative decision making, the local benefits expand into the ATM network as a whole, further increasing the positive impact of this way of working.

2 http://www.euro-cdm.org/library/cdm_implementation_manual_documents.html

http://www.euro-cdm.org/airport/munich.html

http://www.euro-cdm.org/airport/munich.html



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During 2006 AOE conducted a Generic Cost Benefit Analysis to provide a comprehensive economic analysis from the development, deployment and operation of Airport CDM. This CBA reports the results on the European industry level, drawing on results from the site-specific CBAs of Barcelona, Brussels, Munich and Zurich airports. Special attention was given to the identification of network benefits.

The predicted main benefit is an increase in en-route capacity of 0.5%. This estimation was provided by CFMU, based on expert judgment and results obtained out of the on-going trials.

It is important to note that in the network capacity, only en-route capacity was considered in the network benefits quantification process and not airport capacity.

In terms of flow and capacity management, the benefits would not come solely from the reduction of delays. Airspace users would possibly benefit to an even greater degree from an increased freedom of choice, where they are able to consider trade-offs to suit their particular business needs in respect of the flights concerned (e.g. less delay but longer route, etc.).

Network benefits will grow as the number of airports implementing Airport CDM increases.

Enhanced data for quantification will become available by the time additional airports have entered into the message exchange process with the CFMU at the end of 2009. Taking advantage of this, an initial CBA focussing specifically on the network benefits of A-CDM is currently being conducted and first results are expected by Q4 2008. This CBA is expected to produce more reliable estimation on potential increase in en-route capacity.

Current status The CFMU continues to further refine the DPI message exchange with Munich Airport and minimal upgrades are required to further enhance the processing of these messages. Additional improvements are planned for the next ETFMS system upgrade scheduled for November 2008. In the meantime operational evaluation continues between the CFMU, Brussels and Zurich Airports.

Way forward Due to diverse local airport issues it is difficult to predict when an airport will be mature enough to start exchanging DPI messages with the CFMU. To facilitate this process CFMU and the Airport CDM team are currently defining the minimum Airport CDM requirements for airports to commence data exchange with the CFMU.

Joint Action Plan between AOE and the CFMU With the rapid increase in airports currently implementing Airport CDM, it’s essential to put in place the necessary means to connect airports to the network (DPI messages exchange with the CFMU) as soon as they reach the required implementation maturity level. In this way the overall benefits are achieved in the shortest period of time. To support this need a joint action plan between the EUROCONTROL Airport CDM Project team and the CFMU is currently under development will be fully established by Q3 2008. The main objective of this joint action plan is to extend the number of airports exchanging messages with CFMU leading to quicker achievement of overall network benefits.



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The action plan will include: a list of airports, definition of minimum A-CDM requirements, implementation timescales for both airports and CFMU developments and full planning for DPI processing, including a list of actions to be taken by partners and requested resources. This action plan aims to secure the implementation of the exchange of DPI messages with the CFMU for 4 to 5 additional airports per year during the 2008 to 2013 period.

6.1.4 Contribution to Network Operations Plan (NOP) This activity currently aims to incorporate relevant capacity data for the 25 most constraining airports into the Summer and Winter editions of the Network Operations Plan (NOP). The AOE airport data sheets are an essential enabler for this process.

Current status Currently, emphasis is placed on building communication channels with concerned airports. The last data collection campaign managed to obtain Summer 2008 NOP data from 20 airports of the 25 addressed. This represents an improvement compared with the contribution to previous data collections.

Way forward The AOE process of producing airport data sheets requires the collaboration of each airport key stakeholder to incorporate appropriate local information. Obtaining the relevant airport data remains a difficult issue in this process and increased collaboration from involved airports is expected in the short term.

6.2. Action Plans in support of DMEAN activities

6.2.1 IATA / EUROCONTROL Joint Action Plan In October 2007 IATA and EUROCONTROL proposed a joint action plan to enhance capacity and efficiency at 18 airports where capacity constraints have an effect upon the European network. It was emphasised that the participating airports (refer to Annex 3) are essential to the operational network; i.e. the delay generated at one of them generally provokes reactionary delays, of a different magnitude, at other airports in the network.

The objective of the Action Plan was to agree with concerned airports realistic implementation dates for a number of capacity enablers, such as:

Delay reduction

Runway capacity enhancement

A-CDM implementation

High Intensity Runway Operations (HIRO)

A-SMGCS level 1

Low Visibility Procedures according ICAO DOC 013

Optimising runway change configuration (e.g. criteria -20 kts crosswind)



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ACI EUROPE supports this Action Plan with the condition that implementation target dates are agreed with the involved airports.

The following provides an overview of progress achieved so far.

Current status: 11 airports, i.e. Madrid, Barcelona, Frankfurt, Munich, Zurich, Geneva, Heathrow,

Amsterdam, Warsaw, Brussels and Budapest responded to the letter. They supported the common Action Plan and provided updates, which are reflected in the table at Annex 3.

7 airports, i.e. Milano Malpensa, Rome Fiumicino, Vienna, Paris CDG, Istanbul, Prague and Helsinki, had not responded at the time of publication.

Next Steps for 2008 Continue to seek support from airports that have not yet responded to the

common Action Plan

Monitor the implementation of the airport capacity and efficiency enablers in full cooperation with local airport operator, ANSPs and airlines

Propose the action list to other airports that risk becoming network constraining following increasing demand.

6.2.2 AENA / EUROCONTROL Joint Action Plan In January 2008 it was agreed between EUROCONTROL and AENA that EUROCONTROL support the implementation of the following AOE “products” at a number of AENA Spanish airports:

Delay analysis

Airport Capacity Enhancement (ACE)

Airport CDM

A-SMGCS (Levels 1 and 2)

CDA (Continuous Descent Approach)

The objective of this joint Action Plan is to baseline the SESAR Programme by accelerating the implementation of the best practices mentioned above.

Implementation Targets:

Airport Capacity Enhancement (ACE): 1 airport per year

Delay analysis: 3 airports per year

A-CDM: Palma by end 2009 and Madrid by end 2010

A-SMGCS: Palma in 2008, Madrid and Barcelona in 2009

CDA: Madrid in 2008 during low traffic hours initially

Ideally, this kind of joint Action Plan should be replicated with most, if not all EUROCONTROL Member States and their respective airport authorities. This would ensure more ECAC Airports and States buy-in leading to extended benefits.



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7. EXPECTED MEDIUM-TERM PERFORMANCE OF THE ATM NETWORK The continuing strong traffic growth predicted in the medium-term for the European ATM network will put it under high pressure, requiring upgrade of capacity plans and full implementation of capacity enhancement measures.

The following paragraphs give an outlook of the expected performance of the European ATM network in the short- to medium term (2009 to 2011). This prognosis is based on current capacity plans and expected traffic demand and is the result of simulations performed with the tools used in the capacity planning process, combined with operational analysis made by the EUROCONTROL Capacity Enhancement Function. Included is a network delay forecast and an identification of potential bottlenecks areas for the years 2009/10.

7.1. Medium-term delay forecast The medium-term delay forecast illustrated below was made with respect to the baseline growth of the latest EUROCONTROL STATFOR Medium-Term traffic forecast (2008-2014), and according to the local capacity plans documented in the LCIP 2008-2012. The aim is to provide an early identification of critical areas and ensure that early action is taken to upgrade local capacity plans and enhance capacity at local and network level.

The following graph gives an indication of the enroute average delay forecast for the Summer period (May-October) for the years 2009-2011.

En-Route ATFM Delay Evolution - Summer SeasonAll causes included

0

1

2

3

4

5

6

Aver

age

dela

y (m

in/ f

light

)

En-Route ATFM Delay 5,5 3,6 3,1 1,8 1,2 1,2 1,3 1,4 1,6

PC Target 2,8 2,8 2,8 2,4 2,1 1,7 1,4 1 1 1 1 1 1

En-route ATFM delay forecast 1,7 2 2 1,5

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

PC target

Actual en-route delay

En-route delay forecast

The maps on the following pages give an indication of the delay forecast at ACC level for 2009 for the baseline and high traffic growth scenarios, and for 2010 and 2011 for the baseline forecast, deemed to be the most likely scenario.



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32

Based on current information, it is expected that the PC delay target will not be reached in 2009 or 2010, even for the baseline traffic growth scenario. Some improvement should be evident in 2011, following the completion of some major projects.



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8. EXPECTED ENROUTE CAPACITY PERFORMANCE (2009-2012)

8.1. Potential bottleneck areas and expected solutions The evaluation of the potential bottleneck areas for 2009 and 2010 was made with the NEVAC tool. It is based on realistic maximum sector configurations, opening schemes and the latest elementary sector and/or traffic volume capacities declared to the CFMU.

Sector configurations, opening schemes and sector capacities will certainly improve in line with the local capacity plan detailed in the individual ACC annexes; nevertheless, it is hoped that the identification of these areas will help to focus capacity enhancement efforts in the short term.

Austria – Vienna ACC Potential bottleneck sectors: SSH, ESH, collapsed sectors Improvements foreseen: • Additional controllers • Improved sectorisation including additional sectors

Croatia- Zagreb ACC Potential bottleneck sectors: ULWX Improvements foreseen: • Increased sector capacities following full CAPAN analysis Winter 2008/2009 • Improved sector configurations with possible DFL changes

Cyprus – Nicosia ACC Potential bottleneck sectors: WN or WUNU in 4 sector configuration Improvements foreseen: • Implementation of a new ops room and ATM system (LEFCO) • Reassessment of sector capacities and traffic counts • Additional controllers

Czech Republic Potential bottleneck sectors: NEH, NEHT, SWHT Improvements foreseen: • Additional controllers

France – Brest ACC Potential bottleneck sectors: ZI, XIU, G, NU Improvements foreseen: • La Manche project • ATFCM measures • ACC sizing

France – Paris ACC Potential bottleneck sectors: UJ Improvements foreseen: • Introduction of new AP sector at interface with MUAC Autumn 2009 • Paris / Reims interface project Autumn 2008 • ATFCM measures • ACC sizing • Implementation of additional sectors



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France – Reims ACC Potential bottleneck sectors: UN/XN, XEKE, XHKH Improvements foreseen: • Paris / Reims interface project Autumn 2008 • Implementation of missing route segments • ATFCM measures • ACC sizing

Italy – Padova ACC Potential bottleneck sectors: NTT Improvements foreseen: • Revised sector loads • Reorganisation of Italian airspace

Germany – Karlsruhe UAC Potential bottleneck sectors: FFMT, FFMM Improvements foreseen: • New ATM system • Reorganisation of Munich/Karlsruhe airspace

Poland – Warsaw ACC Potential bottleneck sectors: C, D and G Improvements foreseen: • Sector reorganisation and route network changes • Additional staff Further improvements required: • Implementation of an optimum sectorisation including vertical sector split is not

possible before the implementation of the new ATM system in Winter 2009/10

Portugal – Lisbon ACC Potential bottleneck sectors: CENL, UPNC Improvements foreseen: • Optimisation of airspace structure • Improved sector opening times • Additional controllers

Spain – Barcelona ACC Potential bottleneck sectors: LG, MN Improvements foreseen: • Complete reorganisation of sectorisation and route network structure at the

Barcelona/ Madrid/ Bordeaux interface Winter 2009/10 • ATFCM measures • Improved sector configurations and opening schemes

Spain – Madrid ACC Potential bottleneck sectors: PAU, TLL, TLU Improvements foreseen: • Complete reorganisation of sectorisation and route network structure at the

Barcelona/ Madrid/ Bordeaux interface Winter 2009/10 • ATFCM measures • Improved sector configurations and opening schemes

Spain – Seville ACC Potential bottleneck sectors: PIM Improvements foreseen: • ATFCM measures • Improved sector configurations and opening schemes



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Switzerland – Geneva ACC Potential bottleneck sectors: KL1W, KL2W, all collapsed sectors Improvements foreseen: • Revised sectorisation • Additional staff

Switzerland – Zurich ACC Potential bottleneck sectors: M4, all collapsed sectors. Some system problems. Improvements foreseen: • 2 additional sectors FL245+ Spring 2010 • Revised sectorisation • Additional staff

UK – London ACC Potential bottleneck sectors: 25GLMW, 13CLW, GLAK, DTN, HRW, LND Improvements foreseen: • Improved ATFCM and ATM techniques • Several resectorisation and route network improvement actions • La Manche project • New ATM system

UK – London TC Potential bottleneck sectors: CPT, LAM, SWD, WIL Improvements foreseen: • Improved ATFCM and ATM techniques Spring 2009 • Reorganisation of sectorisation Spring 2010 • Dynamic sector configuration • Flexible use of staff

UK – Manchester ACC Potential bottleneck sectors: NL, IOM Improvements foreseen: • Improved ATFCM and ATM techniques • Several airspace and sector development actions • Flexible use of staff • Merge with Scottish ACC

EUROCONTROL – Maastricht UAC Potential bottleneck sectors: BEH2, LXL1, ZEEHI1, MNHI Improvements foreseen: • Implementation and consolidation of operations of the new FDPS • Possible reorganisation of individual sector groups • Additional sector in the Brussels sector group Summer 2010 • Improved ATFCM / ASM procedures Autumn 2008 • Incremental benefits from MANTAS (gates/fences) • Flexible rostering

For full details of capacity plans see the individual ACC annexes.

8.2. Expected Performance at Regional level As a result of the postponement of major projects in western Europe, delays will be higher than expected in 2009 and 2010, with improvement only from 2011. A major issue identified for the medium-term is the shortage of controllers, likely to prevent the opening of optimum sector configurations and one of the major obstacles to enhancing performance at local level. The following paragraphs address, at a high level, the expected performance of various areas in Europe.



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South-Western Europe (Spain - Portugal) The current capacity plans for ACCs in Spain and Portugal need to be upgraded to meet the higher baseline traffic growth predicted in the new medium term forecast. In the case of high traffic growth, delays could increase significantly.

North-Western Europe (France – UK – Ireland – Belgium – Netherlands –Germany – Switzerland - Maastricht UAC)

At this stage no significant problems are expected for the French ACCs provided that planned capacity enhancement measures are fully implemented.

London ACC and London TC will generate significant delay, with an improvement likely in 2011.

At Maastricht UAC, performance is likely to remain at optimum level, provided that the planned measures are implemented, including full exploitation of the new FDPS, and that sufficient controllers are available to open optimum sector configurations.

Delays at Karlsruhe UAC are expected to increase pending the introduction of the new VAFORIT system and the subsequent reorganisation of airspace between Karlsruhe UAC and Munich ACC.

The performance of Geneva ACC and Zurich ACC should improve following the expected upgrade of capacity plans in line with the new higher traffic forecast.

Performance will continue to be good in Ireland, Belgium and the Netherlands.

Northern Europe (Norway - Denmark - Sweden - Finland - Estonia - Latvia - Lithuania)

No problems are foreseen for ACCs in Northern Europe, where sufficient capacity will be available to meet the expected traffic increase.

Southern Europe (Italy - Malta) Padova ACC could see a deterioration in performance in 2008, unless plans are upgraded in line with the higher traffic forecast. No problems are foreseen for Brindisi ACC, Milan ACC, Malta ACC or Rome ACC.

Central Europe (Poland - Czech Republic - Slovak Republic – Austria –Hungary- Slovenia - Croatia)

No specific problems are expected in Croatia, Hungary, the Slovak Republic or Slovenia. Delays could increase significantly at Vienna ACC unless staffing constraints can be overcome and capacity plans upgraded.

The capacity plan needs to be upgraded at Prague ACC to meet the expected high traffic demand. Warsaw ACC will continue to generate high levels of delay until implementation and consolidation of operations of the new ATM system allows additional sectors to be created.

South-Eastern Europe (Romania - Bulgaria - Serbia and Montenegro - FYROM - Albania - Greece - Turkey - Cyprus)

Delays will increase at Nicosia ACC as staff shortages continue and while the new ATM system is not fully operational. The delay forecast shows some enroute delays at Izmir ACC, especially for high traffic growth.

No problems are foreseen in other ACCs in South-Eastern Europe, where sufficient capacity will be available to meet the expected traffic increase.



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9. CONCLUSIONS Current plans show that the PC en-route delay target is unlikely to be met over the period 2009-2011, even for a baseline traffic growth. Further upgrade of capacity plans is essential, particularly in areas of high traffic growth. In spite of considerable efforts made to ensure a more effective and flexible resource utilisation, problems are expected at many ACCs. The availability of optimum sector configurations will be a problem, unless staffing issues and constraints are addressed. Commitment to the timely implementation of existing plans also remains a critical aspect.

There is extremely high sensitivity to the traffic growth in the busy ACCs (NW, SW and Central Europe); in the case of high traffic growth, delays could rise significantly.

Even if all capacity plans are fully implemented, delays are expected to remain high in Poland, Austria and Czech Republic. The busy ACCs in south-western and north-western Europe could see a significant increase in enroute delay if their capacity enhancement plans are not fully realised.

The main concerns are the timely availability of controllers and the postponement of major ATM system improvements, which could further reduce capacity over long periods, taking into account prior controller training and consolidation of operations post implementation.

The focus on the full integration of capacity planning, civil-military cooperation, airspace design and management, airport operations and ATFCM into a network approach must be further strengthened. This is fully in line with DMEAN and will ensure that the European ATM network is able to evolve and to respond to future requirements. As a result of the above, there is a clear need to ensure:

Upgrade and/or full implementation of existing local and network plans and initiatives;

Timely availability of controllers; The reinforcement of European ATM network programmes; The reinforcement of capacity planning and management actions at network

level.



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39

ANNEX 1 : ACC TRAFFIC & CAPACITY

The following pages provide a summary of the traffic forecast and capacity enhancement plans over the period for individual ACCs in each ECAC State. The capacity plans are based on the information included in the Local Convergence and Implementation Plan for the period (LCIP 2008-2012), and include information available from various sources (e.g. CEF, CFMU, FMP, RNDSG, STATFOR).

Note that the capacity plans in this document were formulated in response to the capacity requirement profiles 2008-2012, which were based on the February 2007 STATFOR MTF. The new traffic forecast is higher than the previous one, with the result that the 2009-2013 capacity requirement profiles are higher than the 2008-2012 profiles.

By comparing existing plans with the new traffic forecast, we have an early indication of whether current plans will meet future traffic growth. From the delay forecast, it is clear that some local capacity plans need to be upgraded in Autumn 2008 to meet the new, higher, capacity requirements.

Each annex includes:

Traffic forecast The 2009-2012 traffic forecast per ACC is derived from the EUROCONTROL STATFOR Medium-Term traffic Forecast (MTF), released in March 2008 using NEVAC.

The impact of realignment along the shortest available routes with generally unconstrained vertical profiles is determined using SAAM.

Planned capacity enhancement measures – Sector evolution The table summarises the planned capacity enhancement measures identified in the LCIP 2008-2012 and gives the resulting annual capacity increases. Some capacity enhancement actions are shown over several years as their potential is not limited to one year - the starting year shown is the year the measure is expected to be implemented.

Sector evolution is the expected evolution of the number of operational sectors in the maximum configuration i.e. the maximum number of operational sectors that can be opened simultaneously.

En-route Summer delay forecast for the years 2009 and 2010 The delay forecast is derived for each ACC with the support of the tools used in the capacity planning process. The delay forecast is based on the current capacity plans as described in the LCIP 2008-2012 and on the latest baseline EUROCONTROL STATFOR ODZ traffic forecast data (MTF released in March 2008).

Expected Summer performance A brief description of the expected performance of the ACC, including foreseen problems and possible mitigating measures.



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ALBANIA TIRANA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 19% 24% 31%

B 8% 14% 18% 22%

L 4% 7% 10% 14%Tirana

Shortest Routes: No significant Impact

% growth per ACC v. 2007, based on STATFOR MT Forecast Planned capacity enhancement measures – Sector evolution

Capacity Plan Year 2009 2010 2011 2012

ATS route network improvements

Additional sector Move to new ATS facilities

Capacity benefits from new ATM system Measures

planned Increased sector

capacities 9 additional controllers

Max sectors 6 6 6 6 Capacity

increase p.a. 4% 4% 2% 4%

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route 2009 and 2010 Summer delay forecast for Tirana ACC are 0.3 and 0.4 minutes per flight, for the baseline traffic growth.

Expected Summer performance (2009-2010) Analysis shows that the LOW sector at Tirana ACC could be a bottleneck in 2009/10. However, the plan to increase sector capacities should improve the situation.



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ARMENIA YEREVAN ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 28% 40% 53% 70%

B 24% 34% 45% 57%

L 19% 29% 37% 49%Yerevan


% growth per ACC v. 2007, based on STATFOR MT Forecast Planned capacity enhancement measures - Sector evolution


Measures planned


increase p.a. Sufficient Capacity to meet expected demand

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected at Yerevan ACC.

Expected Summer performance (2009-2010) No problems are expected at Yerevan ACC in 2009/10.



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AUSTRIA TIRANA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 16% 23% 29% 37%

B 12% 17% 22% 27%

L 7% 11% 14% 18%Vienna


% growth per ACC v. 2007, based on STATFOR MT Forecast

Planned capacity enhancement measures - Sector evolution


Additional controllers envisaged Improved sectorisation and additional sectors

ATS route network improvements Improved operational procedures Sector configuration management

Measures

planned ATM system upgrade (stripless, multi-sector planning and initial

MTCD) EASY Data link

Significant Events

Anticipated Training

activities for the new ATM

System ‘A12’ Max sectors 16 18 18 18

Capacity increase p.a. 6 % 6 % 6 % 6 %

Additional Information

Autumn 2009 : Training for EASY Spring 2010 : Implementation of EASY

Enroute Summer Delay Forecast (2009-2010) Based on the current capacity plan, the en-route Summer delay forecast for Vienna ACC is 3.2 minutes per flight in 2009, and 2.7 minutes per flight in 2010, for the baseline traffic growth.

Expected Summer Performance (2009-2010) Due to staffing situation, Vienna ACC is not expected to close the capacity gap in 2009. In 2010, an improvement of the situation is depending on staff availability.

Potential bottleneck sectors: SSH, ESH, all collapsed sectors



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AZERBAIJAN BAKU ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 32% 48% 64% 81%

B 27% 40% 53% 68%

L 23% 35% 46% 58%Baku




ATS route network optimisation An on-going process in co-operation with neighboring States. Measures

planned Installation of new automated ATC systems in Baku, Ganja and

Nakhchivan. Preparation phase is launched.

Max sectors 4 + 1APP 4 + 1APP 4 + 1APP 4 + 1APP Capacity

increase p.a. Sufficient capacity to meet demand

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected at Baku ACC.

Expected Summer performance (2009-2010) No problems are expected at Baku ACC.



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BELGIUM BRUSSELS ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 7% 11% 15% 20%

B 3% 6% 9% 13%

L 0% 2% 4% 6%Brussels





CANAC 2 Measures

planned Optimum use of sector configurations



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected at Brussels ACC, for the baseline traffic growth.

Expected Summer performance (2009-2010) No problems are expected at Brussels ACC.



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BULGARIA SOFIA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 21% 30% 38% 47%

B 16% 22% 29% 37%

L 10% 15% 21% 26%Sofia

Shortest Routes: -19%



SATCAS v2 implementation Implementation of single ACC

Radar sharing and OLDI links with adjacent ACCs Measures

planned ATS route network development Max sectors Up to 10* Up to 10* Up to 10* Up to 11*

Capacity increase p.a. Sufficient capacity to meet demand

*According to traffic demand, up to 10 sectors can be opened from 2009 to 2011, 11 sectors in 2012

En-route Summer delay forecast (2009-2010) Negligible en-route Summer delays are expected at Sofia ACC.

Expected Summer performance (2009-2010) No problems are expected at Sofia ACC.



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CROATIA ZAGREB ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 16% 23% 30% 39%

B 11% 17% 22% 28%

L 6% 10% 13% 18%Zagreb

Shortest Routes: +29%



Consolidation of operations and additional functionalities of CroATMS Additional controllers (net increase of Controllers – 5/year)

Additional sectors and optimised sectorisation* Further increase of sector capacities

Improved sector opening times Application of sector occupancy techniques

Optimisation of ATS route network SYSCO with Padova ACC

Measures

planned

Automated links with APP/TWR and links between CroATMS & local Croat airport CWPs

Max sectors 8-9 9* 9* 9* Capacity

increase p.a. 10% 10% 10% 10%

*a higher number of sectors is possible, but it depends on traffic growth and regional developments En-route Summer delay forecast (2009-2010) If all planned measures are implemented, the Summer en-route delay is expected to be around 0.4 minutes per flight in 2009 and 0.2 minutes per flight in 2010, according to the baseline traffic growth.

Expected Summer performance (2009-2010) The situation in Zagreb ACC could be improved if higher configurations are made available, and sector capacities are increased.

However, the traffic could increase significantly due to realignment on the shortest available routes. Potential bottleneck sectors: ULWX



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CYPRUS NICOSIA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 16% 24% 32% 42%

B 11% 16% 24% 30%

L 7% 12% 17% 23%Nicosia





Implementation of the new ATM system LEFCO and new ACC

Consolidation of operations of

new system and ACC

New LCLK TMA implementation

Capacity benefits from

new TMA LCPH TMA

implementation

OLDI with Athens and

possibly with Egypt

4th enroute sector

5th enroute sector

ATS route network and sectorisation optimisation

Measures

planned

Additional staff (radar and APP) Max sectors 4 4 5 5

Capacity increase p.a. 6% 10% 10% 5%


Operations of the new Larnaca TMA in 2009 will increase the capacity of the West enroute sector.

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delay forecast for Nicosia ACC is expected to be around 0.9 minutes per flight in 2009 and 0.5 minute per flight in 2010, for the baseline traffic growth scenario.

Expected Summer performance (2009-2010) The main bottleneck is expected to be sector WN or WUNU in the 4 sector configuration that only marginally improves the situation. Resectorisation and reassessment of sector capacities should be undertaken with due urgency.



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CZECH REPUBLIC PRAGUE ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 18% 27% 36% 45%

B 13% 20% 27% 34%

L 9% 13% 17% 22%Prague





Improved flow and capacity management techniques Adaptation of sector opening times depending on available staff

Improved ATS route network & sectorisation Additional controllers

Additional sector Redesign of lower airspace including TMA

Measures

planned

Improvements of system functionalities

Significant Events

Parallel runway ops at Prague

airport Max sectors 9 9-10 10 11



The implementation of additional sectors is fully dependant on availability of new controllers.

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, en-route Summer delays are expected to be around 1.5-1.6 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) The reduction of the capacity gap will be fully dependant on staff availability.

Potential bottleneck sectors are NEH, NEHT, SWHT



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DENMARK COPENHAGEN ACC Traffic forecast

ACC Growth 2009 2010 2011 2012H 11% 16% 21% 27%

B 7% 11% 14% 19%

L 3% 6% 9% 12%Copenhagen





Consolidation of operations and further capacity benefits from new ATM system

Gradual increase of controller numbers Sector configurations adapted to traffic demand

Measures

planned Constant upgrade of ATM system

Significant Events

Climate UN summit

Max sectors 4 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W) Capacity


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, en-route Summer delays are expected to be around 0.1 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) No problems are expected at Copenhagen ACC in 2009/2010, provided that full benefit is taken from the implementation and consolidation of the new ATM system at ACC/APP/TWR, and sufficient controllers are available.



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ESTONIA TALLINN ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 22% 32% 42% 55%

B 16% 24% 32% 43%

L 10% 16% 23% 29%Tallinn





Additional staff and controller rating Adaptation of sector opening times Measures

planned Availability of additional sectors Max sectors 3 3 3 3

Capacity increase p.a. Sufficient capacity to meet demand

En-route Summer delay forecast (2009-2010) No en-route Summer delays are expected at Tallinn ACC.

Expected Summer performance (2009-2010) No problems are expected at Tallinn ACC.



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EUROCONTROL MAASTRICHT UAC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 12% 17% 22% 28%

B 8% 11% 15% 20%

L 4% 6% 9% 12%Maastricht




Phased exploitation and further development of N-FDPS Improved efficiency and flexibility of rosters enabled by new roster and break

planner tools MPP improved by increased availability of controllers

Improved efficiency and flexibility through controller validation across sector groups Consolidated sector configuration optimisation programme

3rd layer in critical upper sectors

Implementation of ‘balcony’ sectors and stepped DFL

BRU High West Split

Re-organisation of HAN/COASTAL

sectors

Redesign of sectorisation not bound by current

sector groups

Mixed routing (gates/fences/MANTAS)

Variable DFL MTCD

Tactical Capacity Management (TCM), Pre-tactical Cell and Central Supervisory Suite (CSS)

Traffic Management System (TMS), integrating traffic prediction, sector configuration management, performance monitoring and cost-efficiency analysis

tools to support tactical decision making. Benefits from DMEAN implementation programme

Measures

planned

Increased benefit from AGDL applications through progressively higher equipage rate and new applications



En-route Summer delay forecast (2009-2010) Based on current plans, the en-route Summer delays are expected to be around 0.7-0.8 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) Given the current high levels of throughput, the traditional methods of increasing ATC capacity are considered to be almost exhausted. The main focus will be on manpower planning, ATFCM processes and supporting tools. A certain capacity gap will remain, pending more fundamental network solutions beyond MUAC airspace.



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FINLAND ROVANIEMI ACC Traffic forecast

ACC Growth 2009 2010 2011 2012H 8% 11% 14% 16%

B 5% 8% 9% 14%

L 0% 1% 3% 6%Rovaniemi





Measures planned



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected at Rovaniemi ACC.

Expected Summer performance (2009-2010) No problems are expected at Rovaniemi ACC.



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FINLAND TAMPERE ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 10% 11% 13% 20%

B 5% 8% 11% 15%

L 2% 3% 4% 8%Tampere





Measures planned



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected at Tampere ACC.

Expected Summer performance (2009-2010) No problems are expected at Tampere ACC.



54

FRANCE BORDEAUX ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 10% 15% 20% 24%

B 7% 10% 14% 18%

L 4% 5% 8% 11%Bordeaux





Improved Airspace Management and ATFCM Procedures Staff deployment / Flexible rostering Measures

planned ESSO Project (Spring 2009)

Max sectors 21UCESO 21 UCESO 21 UCESO 21 UCESO Capacity


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.1 minutes per flight, for the baseline traffic growth.

Expected Summer performance (2009-2010) No particular problems are expected at Bordeaux ACC, provided that sector configurations are optimised to meet demand.



55

FRANCE BREST ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 11% 16% 20% 25%

B 7% 11% 14% 18%

L 4% 6% 9% 11%Brest





Improved airspace management and ATFM procedures Staff redeployment / flexible rostering

Sector Manche project

Re-organisation of lower airspace and delegation of ATS to APP units below FL145 (for relevant airspace)

Measures

planned

New Ops Room Max sectors 18 UCESO 18 UCESO 21 UCESO 21 UCESO


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.1 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) No particular problems are expected at Brest ACC, provided that sector configurations are optimised to meet demand. However, potential bottleneck sectors are ZI, XIU, G, NU.



56

FRANCE MARSEILLE ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 12% 17% 22% 28%

B 9% 13% 17% 22%

L 5% 7% 10% 14%Marseille





Provence project (MTL for

October 2008 and full project

for Summer 2010)

Reorganisation of interface with

LIRR (ALG) Cbw-wg

Reorganisation of Nice TMA

Reorganisation of interface with LECB (Muren-

Morss)

SBAM Project Sector D

Measures

planned

Reorganisation of interface with LECB (lumas)

Reorganisation of lower airspace and delegation of ATS to APP

Perpignan/Montpelier below

FL145

Max sectors 28 UCESO 29 UCESO 30 UCESO 30 UCESO Capacity


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays will be negligible.

Expected Summer performance (2009-2010) No particular problems are expected at Marseille ACC.



57

FRANCE PARIS ACC Traffic forecast

ACC Growth 2009 2010 2011 2012H 10% 14% 18% 20%

B 6% 10% 13% 16%

L 3% 5% 7% 10%Paris






Reorganisation of NE UIR (UJ /

SU)

Measures

planned

TE/RAPOR Max sectors 24 UCESO 24 UCESO 24 UCESO 24 UCESO


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.3 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) UJ is likely to be the main bottleneck sector for Paris ACC.



58

FRANCE REIMS ACC Traffic forecast

ACC Growth 2009 2010 2011 2012H 11% 15% 20% 24%

B 7% 11% 14% 18%

L 3% 5% 8% 11%Reims






RFUE project Harmonie

Project (Reims/Paris ACC interface

for arr/dep LFPG)

Re-organisation of lower airspace and delegation of ATS to APP

LFSB/LFST

Measures

planned

TE/RAPOR Max sectors 15 UCESO 16 UCESO 16 UCESO 16 UCESO

Capacity increase p.a. 5*% 5*% 5*% 5*%

Additional Information *Capacity increases related to availability of new frequencies.

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.4 minutes per flight in 2009 and 0.2 minutes per flight in 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) Potential bottleneck sectors are UN/XN, XEKE, XHKH, which may be mitigated by the planned measures, particularly the airspace structure development projects.



59

FYROM SKOPJE ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 21% 28% 35%

B 9% 15% 20% 26%

L 4% 8% 12% 16%Skopje





Controller ratings Airspace structure development

ATM system upgrade Measures

planned Optimisation of sectorisation Max sectors 3 3 (4) 3 (4) 3 (4)


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected at Skopje ACC.

Expected Summer performance (2009-2010) No problems are expected at Skopje ACC.



60

GERMANY BREMEN ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 9% 13% 17% 20%

B 5% 8% 11% 13%

L 2% 4% 5% 7%Bremen





Upgrade of P1/ATCAS

system (PSS)

Measures

planned Re-structure of airspace Bremen

ACC

Significant Events

ILA Berlin Schönefeld

airport,

Expansion of Schönefeld airport to

become Berlin Brandenburg

Intl.

ILA Berlin, Closure of Berlin

Tegel airport

Max sectors 12 En Route

+ 6 APP

12 En Route

+ 6 APP

12 En Route

+ 6 APP

12 En Route

+ 6 APP Capacity


En-route Summer delay forecast (2009-2010) In 2009 and 2010, no en-route Summer delays are expected in Bremen ACC.

Expected Summer performance (2009-2010) No problems are expected at Bremen ACC.



61

GERMANY LANGEN ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 10% 13% 15% 25%

B 6% 9% 11% 18%

L 3% 5% 7% 9%Langen





Restructure of Northern

airspace of Langen ACC

Restructure of Central airspace of Langen ACC

Restructure of South/Eastern

airspace of Langen ACC

Measures

planned Restructure of Frankfurt APP and

implementation of AMAN

Upgrade of P1/ATCAS

system (PSS)

Significant Events 4. RWY

Frankfurt airport

Max sectors 24+10 24+10 24+10 24+10 Capacity


En-route Summer delay forecast (2009-2010) In 2009 and 2010, no en-route Summer delays are expected in Langen ACC.

Expected Summer performance (2009-2010) No problems are expected at Langen ACC.



62

GERMANY KARLSRUHE UAC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 13% 18% 23% 31% (+15%)

B 9% 13% 17% 23% (+15%)

L 5% 7% 10% 14% (+15%)Karlsruhe


% growth per ACC v. 2007, based on STATFOR MT Forecast Relocation of Munich upper airspace to Karlsruhe in 2012 adds an extra 15% traffic.



Capacity bottlenecks by ATCO Training for new ATM system

(P1/VAFORIT)

Effects of the new ATM system (P1/VAFORIT)

Measures

planned Split of Megatop FFM/WUR

Relocation of Munich Upper

airspace to Karlsruhe

Significant Events

4. RWY Frankfurt airport,

Expansion of Schönefeld airport to

become Berlin Brandenburg

Intl.

3. RWY Munich airport


increase p.a. -3% 5% 4% 2% (+15%)


Expected Summer performance (2009-2010) The performance of Karlsruhe will be highly dependant on the training and transition to the new ATM system (VAFORIT). High delays are expected during the training and implementation periods. Potential bottleneck sectors are FFMT, FFMM.



63

GERMANY MUNICH ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 13% 18% 23% 30% (-32%)

B 9% 13% 17% 22% (-32%)

L 5% 7% 10% 13% (-32%)

(-6%)

Munchen

% growth per ACC v. 2007, based on STATFOR MT ForecastShortest Routes: No significant Impact

Relocation of Munich upper airspace to Karlsruhe in 2012 reduces traffic by 32%.



Restructure of sector families North/South

Relocation of Munich upper airspace to

Karlsruhe Restructure of sector family East Measures

planned

Upgrade of P1/ATCAS system

(PSS) Munich APP

2. Feeder

Significant Events

Training for Upgrade of P1/ATCAS system

Training for Relocation of Munich

upper airspace to Karlsruhe

3. RWY Munich airport

Max sectors 21+4 25+4 25+4 19+4 Capacity

increase p.a. 5% 2% 0% 1% (-30%)

En-route Summer delay forecast (2009-2010) In 2009 and 2010, the en-route Summer delays are expected to be around 0.1 min/flight.

Expected Summer performance (2009-2010) No problems are expected at Munich ACC in 2009/2010.



64

GREECE ATHENS ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 13% 20% 27% 35%

B 8% 14% 20% 26%

L 4% 8% 12% 16%Athens





Improved ATS route network and airspace management Improved civil/military coordination

Recruitment training & availability of additional controllers Measures

planned Implementation of MTCD Max sectors 11 11 11 11


En-route Summer delay forecast (2009-2010) Athens ACC is expected to generate Summer enroute delay between 0.1 and 0.2 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) No particular problems are expected at Athens ACC.



65

GREECE MAKEDONIA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 22% 28% 36%

B 9% 15% 20% 26%

L 5% 8% 13% 17%Makedonia





Improved ATS route network and airspace management Improved civil/military coordination

Recruitment training & availability of additional controllers Measures

planned Implementation of MTCD Max sectors 7 7 7 7


En-route Summer delay forecast (2009-2010) Makedonia ACC is expected to generate Summer enroute delay between 0.1 and 0.2 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) No particular problems are expected at Makedonia ACC.



66

HUNGARY BUDAPEST ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 20% 29% 37% 47%

B 15% 21% 28% 35%

L 9% 14% 19% 24%Budapest




Optimisation of airspace structure Recruitment and training of controllers Measures

planned Multi sector planning

10 sectors available if required

Max sectors 8 9 9 - 12 9 - 12 Capacity


En-route Summer delay forecast (2009-2010) In 2009 and 2010, the en-route Summer delays are expected to be around 0.2 minutes per flight.

Expected Summer performance (2009-2010) No problems are expected at Budapest ACC.



67

IRELAND DUBLIN ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 20% 31% 40% 54%

B 15% 22% 30% 37%

L 10% 15% 20% 25%Dublin





Improvement of route network at Manchester interface

PRNAV SIDs and STARs

ATM System Upgrade

New Control Tower Parallel Runway

Unidirectional airway interface

with Scottish

Unidirectional airway interface with Shannon

Additional ATM staff

Introduction of “Point Merge”

Measures

planned

FAB with UK/NATS Max sectors 2 2 2 2



“Point merge” is an initiative to use PRNAV procedures inside the hold to assist with traffic sequencing for final approach.

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the enroute Summer delays are expected to be between 0.1 and 0.2 minutes per flight at Dublin ACC, for the baseline traffic growth.

Expected Summer performance (2009-2010) At this stage, no problems are expected at Dublin ACC.



68

IRELAND SHANNON ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 15% 22% 29% 36%

B 10% 15% 20% 26%

L 6% 8% 12% 15%Shannon




Extra sectors as required Extra ATM

staffing ATM Upgrade

New Sectorisation

Improvements in London interface

Measures

planned

FAB with UK/NATS Max sectors 14 14 15 16


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the enroute Summer delays are expected to be around 0.1 minutes per flight at Shannon ACC, for the baseline traffic growth.

Expected Summer performance (2009-2010) No problems are expected at Shannon ACC.



69

ITALY BRINDISI ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 20% 25% 32%

B 7% 15% 20% 25%

L 3% 6% 10% 13%Brindisi




Revised sector loads and sector optimisation Route network improvements

VDL Mode 2 Improved Mode S infrastructure

DMEAN Measures

planned

Master plan – Italian airspace reorganisation (initial steps)

Max sectors 6* 6* 6* 6* Capacity



* a maximum of 8 sectors could be opened depending on traffic demand and staff availability.

En-route Summer delay forecast (2009-2010) In 2009 and 2010, no en-route Summer delays are expected in Brindisi ACC.

Expected Summer performance (2009-2010) No problems are expected at Brindisi ACC.



70

ITALY MILAN ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 15% 20% 24% 30%

B 9% 16% 20% 25%

L 4% 7% 10% 13%Milano




Revised sector loads and sector optimisation DMEAN actions

Improvement of Mode S

infrastructure

AMAN at Milan Malpensa

PRNAV STARS at Milan

Malpensa

DMAN at Milan Malpensa

VDL Mode 2

Milano ACC re-sectorisation (availability of one additional

sector)

Reorganisation of airspace over

Aosta area (cross border

cooperation with Skyguide)


Measures

planned

Reorganisation of Milano TMA



En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be around 0.2 minutes per flight in 2009 and 0.4 minutes per flight in 2010, based on the baseline traffic growth.

Expected Summer performance (2009-2010) No significant problem are expected in Milano ACC.



71

ITALY PADOVA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 20% 25% 32%

B 8% 15% 19% 24%

L 5% 7% 9% 13%Padova




Revised sector loads and sector optimisation Improved Mode S infrastructure

DMEAN actions

Implementation of APP service for airports located within Padova area


Measures

planned

Implementation of 13th sector Max sectors 12 13 13 13


En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be around 0.6 minutes per flight in 2009 and 1 minute per flight in 2010, based on the baseline traffic growth.

Expected Summer performance (2009-2010) The baseline traffic growth for Padova ACC according to the latest STATFOR forecast is higher than that of last year, indicating a capacity gap 2009-2010. Revision of current plans may be necessary if delays are to be kept within the optimum. Potential bottleneck sector is NTT.



72

ITALY ROME ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 19% 24% 30%

B 7% 14% 19% 24%

L 3% 6% 9% 13%Roma




Revised sector loads and sector optimisation Optimum max configurations

Improved Mode S infrastructure DMEAN actions

VDL Mode 2 ATM system improvements

Additional staff (approx. 20/year)

Measures

planned

Reorganisation AJO/ALG area

Implementation of PRNAV in Roma TMA


Max sectors 19* 20* 21* 21* Capacity



* Maximum 23 sectors could be opened depending on traffic demand and staff availability

En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be around 0.1 minutes per flight, for the baseline traffic growth.

Expected Summer performance (2009-2010) No significant problems are expected at Roma ACC.



73

LATVIA RIGA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 21% 31% 42% 56%

B 16% 24% 32% 43%

L 10% 16% 23% 31%Riga




Measures planned Various ATM system improvements

Max sectors 3 + 1APP 3 + 1APP 3 + 1APP 3 + 1APP Capacity


En-route Summer delay forecast (2009-2010) In the current capacity plan, no en-route Summer delays are expected for Riga ACC.

Expected Summer performance (2009-2010) No problems are expected at Riga ACC.



74

LITHUANIA VILNIUS ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 22% 29% 40% 51%

B 16% 23% 31% 40%

L 10% 17% 23% 28%Vilnius




Introduction of 3rd sector

Measures

planned Consolidation of operations of the new ATM system



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Vilnius ACC.

Expected Summer performance (2009-2010) No problems are expected at Vilnius ACC.



75

MALTA MALTA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 11% 19% 26% 37%

B 8% 14% 19% 26%

L 5% 10% 13% 18%Malta




Measures planned



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Malta ACC.

Expected Summer performance (2009-2010) No problems are expected at Malta ACC.



76

MOLDOVA CHISINAU ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 25% 38% 51% 62%

B 18% 28% 39% 51%

L 15% 21% 28% 39%Kishinau




Measures planned



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Chisinau ACC.

Expected Summer performance (2009-2010) No problems are expected at Chisinau ACC.



77

THE NETHERLANDS AMSTERDAM ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 11% 15% 20% 25%

B 6% 10% 13% 17%

L 3% 5% 7% 10%Amsterdam




Measures

planned Optimisation of ATS route network & procedures



En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be around 0.4 minutes per flight for the baseline traffic growth.

Expected Summer performance (2009-2010) No significant problems are expected at Amsterdam ACC in 2009/10.



78

NORWAY BODO ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 8% 12% 16% 19%

B 6% 7% 9% 12%

L 3% 4% 5% 7%Bodo




Flexible rostering of ATC staff Recruitment and training of air traffic controllers

Revision of FUA operations Measures

planned OLDI at Bodo Max sectors 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic

Capacity increase p.a. Sufficient Capacity to meet expected demand

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delay are expected for Bodo ACC.

Expected Summer performance (2009-2010) No problems are expected at Bodo ACC in 2009/2010, provided that there are no staffing restrictions.



79

NORWAY OSLO ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 11% 16% 21% 27%

B 8% 10% 14% 18%

L 5% 7% 9% 11%Oslo




Flexible rostering of ATC staff Recruitment and training of air traffic controllers

Revision of FUA operations Measures

planned Implementation of Oslo ASAP

(including AMAN)



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Oslo ACC.

Expected Summer performance (2009-2010) No problems are expected at Oslo ACC in 2009/2010, provided that there are no staffing restrictions.



80

NORWAY STAVANGER ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 9% 14% 18% 23%

B 5% 8% 11% 14%

L 2% 4% 6% 8%Stavangar




Flexible rostering of ATC staff Recruitment and training of air traffic controllers Measures

planned Revision of FUA operations Max sectors 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter 4 + 1 helicopter

Capacity increase p.a. Sufficient Capacity to meet expected demand

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Stavanger ACC.

Expected Summer performance (2009-2010) No problems are expected at Stavanger ACC in 2009/2010, provided that there are no staffing restrictions.



81

POLAND WARSAW ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 20% 30% 41% 53%

B 14% 22% 30% 41%

L 10% 14% 19% 26%Warsaw




Increased sector throughput on a

tactical basis

Operational availability of the

new ATM system

Consolidation of operations of the new ATM system

Slight improvement to sector opening

times

Improved sectorisation and ATS route network

ATS route network

improvements

Additional sectors possibly up to 9 sectors



Additional controllers

Measures

planned

Improved sector configurations and sector capacities

Significant Events

Technical implementation

of new ATM system

EURO 2012 EXPO 2012

Max sectors 8 8-9 9-10 10-11 Capacity

increase p.a. 0% 10% 15% 15%


Some reduction in staff availability due to training for new system in 2009

En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be above 3 minutes per flight in 2009 and 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) C, D and G sectors are likely to have significant overloads. No major improvement is possible before the implementation of the new ATM system.



82

PORTUGAL LISBON ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 15% 21% 25% 31%

B 10% 14% 19% 23%

L 7% 9% 12% 16%Lisbon





Optimisation of airspace structure and ATC procedures Improved rostering and sector opening schemes

Improved airspace management and ATFM procedures Additional controllers

Measures

planned Revised sector loads and sector optimisation

Max sectors 11 8 ENR+3 TMA

11 8 ENR+3 TMA

11 8 ENR+3 TMA

11-12 8-9 ENR+3 TMA


En-route Summer delay forecast (2009-2010) In the case of baseline traffic growth, the enroute delay for Lisbon ACC is expected to be around 0.9 minutes per flight.

Expected Summer performance (2009-2010) The baseline traffic growth for Lisbon ACC according to the latest STATFOR forecast is higher than that of last year, indicating a capacity gap 2009-2010. Revision of current plans may be necessary if delays are to be kept within the optimum. Potential bottleneck sectors are CENL, UPNC.



83

ROMANIA BUCHAREST ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 26% 37% 47% 58%

B 20% 28% 37% 46%

L 13% 19% 25% 32%Romania




Measures planned ATS route network and sectorisation improvements



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Bucharest ACC.

Expected Summer performance (2009-2010) No problems are expected at Bucharest ACC.



84

SERBIA BELGRADE ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 17% 24% 30% 39%

B 11% 17% 23% 28%

L 7% 11% 15% 19%Belgrade





Route network development Improved airspace management

Flexible use of staff Civil/military coordination improvement

Additional controllers Measures

planned Enhanced ATM ops concept – Consolidated operation of RDR planner

concept

Reorganisation of lower airspace – establishment

of FIC

New ops room and system modernisation FAMUS

Consolidation of ACC/APP into

single ops room

CPR implementation, improved traffic load prediction

Consolidated operation of the

FAMUS

Classification of lower airspace, provision of FIS

Consolidated

operation of the enhanced ATM

system

CCAMS benefits


increase p.a. 5% 3% 8% 10%

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Belgrade ACC.

Expected Summer performance (2009-2010) No problems are expected at Belgrade ACC in 2009/2010.



85

SLOVAK REPUBLIC BRATISLAVA ACC Traffic forecast

ACC Growth 2009 2010 2011 2012H 20% 30% 39% 48%

B 15% 22% 29% 37%

L 9% 14% 19% 25%Bratislava




Adaptation of sector opening times Improved flow and capacity management techniques

Improved staff deployment Additional controllers

New ATC system

Measures

planned

Improved route network, sectorisation and configurations Max sectors 5 6 6 6


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, en-route Summer delays for 2009/2010 are expected to be between 0.1 and 0.2 minutes per flight for the baseline traffic growth.

Expected Summer performance (2009-2010) No problems are expected at Bratislava ACC in 2009/2010.



86

SLOVENIA LJUBLJANA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 16% 23% 30% 39%

B 11% 16% 22% 28%

L 6% 9% 13% 17%Ljubljana




FDPS upgrade Implementation of new ops room

Availability of 8 additional

Controllers (net availability

of 4 extra Controllers)

Additional Controllers will be recruited as necessary

Sectors capacity increase

ATS route network and traffic organisation changes Improved ATFCM

Measures

planned

One additional

sector (if required)

Flexible sector configurations (max 5 sectors)



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, en-route Summer delays are expected to be negligible.

Expected Summer performance (2009-2010) No problems are expected at Ljubljana ACC in 2009/2010.



87

SPAIN BARCELONA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 16% 23% 29% 35%

B 11% 16% 21% 27%

L 6% 9% 13% 17%Barcelona




ATC system upgrades Optimised sector configurations

Additional controllers Staff rostering improvement

Reorganisation of upper sectors

LECB/LEPA interface sector reorganisation

New sectorisation for Barcelona APP (increase from 5

to 7 sectors)

Route structure improvements

Madrid - Baleares

Measures

planned

New building Valencia TACC

Max sectors 13 ACC

7 APP LEBL 5 APP LECL

13 ACC 7 APP LEBL 5 APP LECL




En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.7-0.8 minutes per flight in 2009 and 2010 for the baseline traffic growth.

Expected Summer performance (2009-2010) No sector will cause a significant problem at Barcelona ACC, provided that sufficient staff are available to operate 12/13 sectors throughout the day. Potential bottleneck sectors are LG, MN.



88

SPAIN CANARIAS ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 12% 18% 23% 29%

B 8% 12% 16% 21%

L 4% 7% 9% 13%Canaries




Optimised sector configurations ATM system upgrade Additional controllers

Reorganisation of enroute sectors at Canarias peninsula

Expansion of SIV LFST

New airspace structure for

Canarias TMA

Measures

planned

Route split on the EUR-SAM

corridor

Max sectors 8 4APP/3+1ENR

8 4APP/3+1ENR

8 4APP/3+1ENR

8 4APP/3+1ENR


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be 0.1 minutes per flight.

Expected Summer performance (2009-2010) No problems are expected at Canarias ACC.



89

SPAIN MADRID ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 20% 25% 31%

B 8% 12% 17% 22%

L 4% 6% 9% 13%Madrid





Staff rostering improvement Improved

parallel runway ops at LEMD

(increase up to 50 arr/hr)

Independent parallel runway ops at LEMD

Reorganisation of en-route

sectors

Reorganisation of northern

TMAs

Measures

planned

Reorganisation of peripheral

sectors

Max sectors 18/19 ACC 10 APP

20 ACC 10 APP

23 ACC 10 APP

23 ACC 10 APP



Expected Summer performance (2009-2010) Potential bottleneck sectors are PAU, TLL, TLU, with most elementary sectors showing some overload. The planned reorganisation of enroute and interface sectors will improve the situation.



90

SPAIN PALMA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 16% 23% 29% 36%

B 11% 16% 21% 27%

L 7% 10% 13% 17%Palma





Measures

planned Reorganisation

of enroute sectors at the

Barcelona interface

New airspace structure based on PRNAV

Max sectors 3 (+4 APP) 3 (+4 APP) 3 (+4 APP) 3 (+4 APP) Capacity


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be 0.2 minutes per flight in 2009 and 0.4 minutes per flight in 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) No significant problems are expected in Palma ACC in 2009-2010.



91

SPAIN SEVILLA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 13% 19% 26% 33%

B 9% 13% 18% 24%

L 4% 7% 11% 15%Sevilla





Staff rostering improvement New airspace structure for Malaga TMA based on PRNAV

New radar station at Grenada Measures

planned Reorganisation

of enroute sectors at

Madrid interface

Max sectors 6 ACC + 2 APP 6 ACC + 2 APP 6 ACC + 2 APP 6 ACC + 2 APP Capacity


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.6 minutes per flight in 2009, and around 1.0 minute per flight in 2010, for the baseline traffic growth.

Expected Summer performance (2009-2010) Potential bottleneck sector is PIM, however no significant problems are foreseen for Seville ACC, provided that sector configurations are optimised to meet demand, particularly during evenings and holidays periods.



92

SWEDEN MALMO ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 14% 19% 25% 32%

B 10% 14% 18% 25%

L 6% 9% 12% 17%Malmo




System upgrade through planned software releases

Reorganisation of Baltic sea & West sectors

New Eurocat platform (COOPANS) implemented

Gradual availability of additional controllers

Measures

planned

NUAC implementation Max sectors tbd tbd tbd tbd

Capacity increase p.a. Sufficient capacity to meet expected demand


NUAC implementation is provisionally planned in the timeframe 2010-2012, with the aim to increase efficiency and reduce costs for Air Navigation Services initially in Sweden and Denmark.

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Malmo ACC.

Expected Summer performance (2009-2010) No problems are expected at Malmo ACC in 2009/2010.



93

SWEDEN STOCKHOLM ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 10% 13% 16% 19%

B 7% 10% 13% 16%

L 4% 6% 8% 10%Stockholm




System upgrade through planned software releases

Reorganisation of Baltic sea & West sectors

New Eurocat platform (COOPANS) implemented

Gradual availability of additional controllers

Measures

planned

NUAC implementation Max sectors tbd tbd tbd tbd

Capacity increase p.a. Sufficient capacity to meet expected demand


NUAC implementation is provisionally planned in the timeframe 2010-2012, with the aim to increase efficiency and reduce costs for Air Navigation Services initially in Sweden and Denmark.

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected for Stockholm ACC.

Expected Summer performance (2009-2010) No problems are expected at Stockholm ACC in 2009/2010.



94

SWITZERLAND UAC WEST

Traffic forecast

ACC Growth 2009 2010 2011 2012H 12% 18% 23% 27%

B 8% 12% 16% 21%

L 4% 6% 9% 12%UAC West




Increased staff levels

New sectorisation SYSCO

Mode S enhanced

surveillance Datalink CPDLC

Measures

planned ATFCM/DMEAN processes


increase p.a. 1% 4-7% 2-5% 4%

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.7 minutes per flight in 2009 and 0.4 minutes per flight in 2010 for the baseline traffic growth.

Expected Summer performance (2009-2010) The baseline traffic growth for UAC West according to the latest STATFOR forecast is higher than that of last year, indicating a capacity gap 2009-2010. Revision of current plans may be necessary if delays are to be kept within the optimum. Potential bottleneck sectors are KL1W, KL2W and all collapsed sectors.



95

SWITZERLAND UAC EAST

Traffic forecast

ACC Growth 2009 2010 2011 2012H 12% 17% 22% 28%

B 8% 12% 15% 20%

L 4% 6% 9% 12%UAC East




Revised sectorisation New Ops room

Mode S enhanced

surveillance

Implementation

of stripless system

SYSCO

Increased staff level Datalink CPDLC

Measures

planned

ATFCM / DMEAN processes Max sectors 5 5 5 5

Capacity increase p.a. 2-5% 2-4% 12-14% 4-5%

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 1.2 minutes per flight in 2009 and 0.9 minutes per flight in 2010 for the baseline traffic growth.

Expected Summer performance (2009-2010) Most of the sectors appear to be overloaded in UAC East. The capacity gap will remain important in 2009-2010.



96

SWITZERLAND GENEVA TCG

Traffic forecast

ACC Growth 2009 2010 2011 2012H 10% 15% 19% 22%

B 8% 12% 15% 18%

L 4% 7% 9% 11%TC Geneva




New SID/STARs (partially based

on P-RNAV)

New sectorisation INI SYSCO Increased staff

levels

HECT – Holding tool INI stripless

Mode S enhanced

surveilance

Measures

planned

ATFCM / DMEAN processes Max sectors 3 3 3 3

Capacity increase p.a. 1-2% 1-2% -2% 4-6%

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.9 minutes per flight in 2009 and 1 minute per flight in 2010 for the baseline traffic growth.

Expected Summer performance (2009-2010) The baseline traffic growth for Geneva TCG according to the latest STATFOR forecast is higher than that of last year, indicating a capacity gap 2009-2010. Revision of current plans may be necessary if delays are to be kept within the optimum.



97

SWITZERLAND ZURICH TCZ

Traffic forecast

ACC Growth 2009 2010 2011 2012H 13% 17% 20% 24%

B 9% 13% 16% 19%

L 5% 8% 10% 13%TC Zurich




New Ops room Increased staff levels

Stripless HMI SYSCO Mode S

enhanced surveillance

Measures

planned ATFCM / DMEAN processes


increase p.a. 0% 1-2% 2-3% 2-4%

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.2-0.3 minutes per flight in 2009 and 2010.

Expected Summer performance (2009-2010) No significant problems are expected at TCZ in 2009/2010.



98

TURKEY ANKARA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 21% 30% 38% 47%

B 16% 23% 30% 37%

L 12% 18% 25% 32%Ankara





Consolidation of operations of ATM system upgrade and sectorisation

New Ankara ACC (Max 25

sectors) – Implementation

of SMART system

Improved civil/military coordination Improved surveillance infrastructure (Replacement of current stations and

addition of new sensors) Implementation of A/G and G/G communications infrastructure

improvements ATS route structure development

Reduction of radar separation in Turkish airspace Additional controllers

Measures

planned

10 sector configuration for Ankara ACC

Revised upper airspace sectorisation (20 sectors + FL 245) and reconfiguration of ACC/APP

with DFL 245 and 335

Significant Events

Training for transition to SMART and new Ankara ACC (all Turkish

airspace above FL 245)

Max sectors 10 10 20 20

Capacity increase p.a. 10% 10%

N/A Sufficient capacity available

10%

En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be around 0.1 minutes per flight for Ankara in 2009 and 2010.

Expected Summer performance (2009-2010) No problems are foreseen for Ankara during the planning period.



99

TURKEY ISTANBUL ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 21% 28% 35% 43%

B 15% 21% 28% 34%

L 11% 17% 22% 29%Istanbul






Implementation of SMART

system





Transfer of

airspace +FL245 to Ankara ACC

Measures

planned

Maximum 4 sector configuration Additional

sectors Istanbul APP

Significant Events



Max sectors 4 4 4 (APP) 4 (APP)



10%

En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be around 0.1 minutes per flight for Istanbul in 2009 and 2010.

Expected Summer performance (2009-2010) No significant problems are foreseen for Istanbul during the planning period.



100

TURKEY IZMIR ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 18% 26% 32% 40%

B 13% 18% 24% 30%

L 8% 14% 20% 26%Izmir






Implementation of SMART

system





Measures

planned

Transfer of

airspace +FL245 to Ankara ACC

Significant Events



Max sectors 4 4 5 (APP) 5 (APP)



10%

En-route Summer delay forecast (2009-2010) The en-route Summer delays are expected to be around 0.5 minutes per flight in 2009 and around 0.3 minutes per flight in 2010.

Expected Summer performance (2009-2010) No significant problems are foreseen for Izmir during the planning period.



101

UKRAINE KHARKIV ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 23% 34% 48% 62%

B 19% 29% 39% 50%

L 16% 22% 30% 40%Kharkiv




Measures planned



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, no en-route Summer delays are expected.

Expected Summer performance (2009-2010) No problems are expected in 2009/2010.



102

UKRAINE KYIV ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 26% 36% 48% 60%

B 20% 32% 40% 49%

L 16% 24% 31% 37%Kyiv




Measures planned







103

UKRAINE L’VIV ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 21% 31% 43% 55%

B 16% 25% 34% 44%

L 13% 18% 24% 31%L'viv




Measures planned







104

UKRAINE ODESA ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 28% 39% 52% 65%

B 22% 33% 42% 54%

L 17% 26% 33% 40%Odesa




Measures planned







105

UKRAINE SIMFEROPOL ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 22% 32% 43% 57%

B 17% 26% 35% 46%

L 14% 21% 28% 37%Simferopol




Measures planned







106

UNITED KINGDOM LONDON ACC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 9% 13% 18% 22%

B 6% 9% 12% 16%

L 3% 5% 7% 10%London ACC




Traffic management improvements Adaptation of sector configurations to demand

Flexible use of existing staff Improved ATFCM

Complexity reduction and improved traffic presentation between sectors / ANSPs

LUS/LMS reorganisation iFACTS

Measures

planned

BYPASS Project Manche Project Northern/Upper

sector development

Daventry sector development

Significant Events

Training for iFACTS Summer

Olympic Games Max sectors 26 27 27 27


En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 1.8 minutes per flight in 2009, and 0.6 minutes per flight in 2010.

Expected Summer performance (2009-2010) There will be a capacity gap in 2009 and 2010, with delays higher than the optimum. Overall capacity increase is heavily dependent on timing of iFACTS deployment.

Several sectors appear overloaded at London ACC, including LMW, CLW, LAK, DTN, HRW and LND. The planned airspace structure development projects and the application of improved ATM and ATFCM techniques will improve the performance of these sectors.



107

UNITED KINGDOM LONDON TC

Traffic forecast

ACC Growth 2009 2010 2011 2012H 6% 9% 12% 14%

B 4% 6% 8% 10%

L 2% 3% 5% 6%London TC





Traffic Management Improvements Adaptation of sector configurations to demand



TC North LHR Mixed Mode Stage I TC Midlands NW

Measures

planned

TC Tools Significant

Events Summer Olympic Games



En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.5-0.6 minutes per flight in 2009 and 2010.

Expected Summer performance (2009-2010) Several sectors appear overloaded at London TC, including CPT, LAM, SWD, WIL. The planned airspace structure development projects and the application of improved ATM and ATFCM techniques will improve the performance of these sectors.



108

UNITED KINGDOM PRESTWICK ACC Traffic forecast (Manchester, Scottish and New Prestwick)

ACC Growth 2009 2010 2011 2012H 8% 13% 18% 25%

B 5% 8% 12% 15%

L 2% 4% 6% 9%Manchester



ACC Growth 2009 2010 2011 2012H 8% 12% 17% 22%

B 5% 7% 10% 13%

L 2% 4% 5% 7%Scottish



ACC Growth 2009 2010 2011 2012H 9% 14% 19% 25%

B 5% 8% 12% 15%

L 2% 5% 6% 9%New Prestwick





109



Traffic Management Improvements Adaptation of sector configurations to demand



BYPASS project P600

development

Measures

planned

Restructuring of Manchester and Scottish terminal airspace

Significant Events

Integration of Manchester

into Prestwick Centre

Max sectors 7 Manchester 16 Scottish 23 23 23

Capacity increase p.a.

1% Manchester 2% Scottish 2% 2% 2%


During 2009, some Manchester staff will be relocated to Prestwick. Training for the new Prestwick centre will take place during Autumn 2009.

En-route Summer delay forecast (2009-2010) Based on the current capacity plan, the en-route Summer delays are expected to be around 0.6 minutes per flight in Manchester in 2009. No delays are expected in Scottish in 2009.

In 2010, en-route delays are expected to be around 0.2 minutes per flight in the new Prestwick ACC.

Expected Summer performance (2009-2010) Delays are likely to be higher than the optimum as a result of staff relocation and training commitments in 2009.

The application of improved ATM and ATFCM techniques could help in improving the performance in the different the sectors.



110




111

ANNEX 2 : AIRPORTS This section presents information about each of the 25 airports identified as having a potential effect upon the network in terms of ATFCM delays.

The following data is reported if available:

IATA / ICAO airport code Airport Scheduling Information:

• Main constraints on scheduled capacity (Runway, Apron/Gate, Environment/Political, TMA capacity, Terminal or Other)

• Declared runway capacities: Total runway capacities for both, for arrivals and departures, during the scheduled arrival and departure peaks

(source: AOE airport data sheets)

Traffic and Forecasts:

• Traffic development from 2003 to actual and traffic forecast until 2012 for departures and arrivals

• IFR movements yearly grown

(source: EUROCONTROL LCIP database) Data: 2003-2007 CFMU Forecast 2008 – 2012: STATFOR Medium Term Forecast February 2008

Targets for Delay Reduction and Runway Capacity Increase

(source: IATA/EUROCONTROL Joint Action Plan)

EUROCONTROL AOE on going / planned activities:

Status of the implementation activities in support of DMEAN: • Analysis and Delay Reduction activities

• Airside Capacity Enhancement (ACE) activities

• Airport Collaborative Decision Making (A-CDM) activities

(source: AOE project teams)

Local Action Plans: Available and public information on planned airport capacity enhancement measures, expected measures to cope with eventual ATFCM arrival delay and the significant events that may affect the traffic such as new rapid exit taxiways, new runways, etc.

(source: LCIP 2008-2012 – available at www.eurocontrol.int/lcip)

http://www.eurocontrol.int/lcip



112

Airport: Amsterdam Schiphol, Netherlands


Targets:

Delay Reduction: 10% Runway Capacity Increase: 5%

EUROCONTROL AOE on going / planned activities: This airport is included in the IATA/EUROCONTROL Joint Action Plan (ref. Para.6.2.1). • Delay Analysis and Delay Reduction Activities:

To be planned

• Airport CDM Activities: Gap Analysis completed Recommendations accepted Project restructured during summer 2007. Implementation manager now appointed

and Project Plan produced. DPI Trials: Shadow Mode & Live Operational trials planned Q4 2008 – Tentative only Implementation Timeframes: Q4/2008 – Q1/2009



113

Airport: Barcelona, Spain


Targets:

Delay Reduction: 30% Runway Capacity Increase: -

EUROCONTROL AOE On going / Planned Activities: This airport is included in the AENA/EUROCONTROL Joint Action Plan (ref. Para.6.2.2) and in the IATA/EUROCONTROL Joint Action Plan (ref. Para.6.2.1). • Delay Analysis and Delay Reduction Activities:

Delay analysis agreed to be performed between June - December 2008

• Airport CDM Activities: Subject to commencement of CDM implementation Assumption for DPI exchange: 2011



114

Airport: Brussels, Belgium


Targets:


EUROCONTROL AOE On going / Planned Activities: This airport is included in the IATA/EUROCONTROL Joint Action Plan (ref. Para.6.2.1). • Delay Analysis and Delay Reduction Activities:

Actions started in 2008 • Airport CDM Activities:

A-CDM implemented and DMAN / A-CDM integration trials completed DPI operational trials commenced in 2008. In progress



115

Airport: Budapest, Hungary


Targets:


EUROCONTROL AOE On going / Planned Activities: This airport is included in the IATA/EUROCONTROL Joint Action Plan (ref. Para.6.2.1). • Delay Analysis and Delay Reduction Activities: Completed • Airport Capacity Enhancement Activities:

A final Steering Group meeting has been held in February 2008. Capacity Enhancement Action Plan agreed

• Airport CDM Activities:

Gap analysis completed Recommendations accepted Project on hold due to systems integration aspects Assumption for DPI exchange implementation: 2012-2013



116

Airport: Copenhagen, Denmark


EUROCONTROL AOE On going / Planned Activities: • Airport Capacity Enhancement Activities:

Planned for 2009-2010 • Airport CDM Activities:

Planned for 2009-2010



117

Airport: Dublin, Ireland


EUROCONTROL AOE On going / Planned Activities: • Airport CDM Activities:

Gap Analysis presented to Stakeholders end March 2008. Recommendations have been accepted and implementation structure being defined.

DPI Trials assumption: 2011



118

Airport: Florence, Italy




119

Airport: Frankfurt/Main, Germany


Targets:


EUROCONTROL AOE On going / Planned Activities: This airport is included in the IATA/EUROCONTROL Joint Action Plan (ref. Para.6.2.1).

• Delay Analysis and Delay Reduction Activities: Initial Detailed Delay Analysis took place in February 2008. To be followed by a Final

Analysis

• Airport CDM Activities: High Level meeting took place in April and approved the start of A-CDM

Implementation project DPI Trials : 2010 (assuming A-CDM Implémentation commencement Q4/2008)



120

Airport: Heraklion, Greece


EUROCONTROL AOE On going / Planned Activities: • Delay Analysis and Delay Reduction Activites:

In progress

• Airport Capacity Enhancement Activities: In progress


Gap Analysis Q1/2008. Recommendations have been accepted DPI Trials Assumption: 2011 (Subject to commencement of A-CDM implementation)



121

Airport: Istanbul, Turkey


Targets:



• Delay Analysis and Delay Reduction Activities: Completed

• Airport Capacity Enhancement Activities: In progress Action plan has been approved.

• Airport CDM Activities: Gap analysis to be finalised by Q3/2008 Assumption for DPI exchange implementation: 2012-2013

Local Action Plans:

Creation of 2 RET: 2009-2012 Implementation of a new Runway: 2012



122

Airport: London Heathrow, UK


Targets: Delay Reduction: 30 % by 2010 Mixed Mode Ops, AMAN, Landing rate resilience Runway Capacity Increase: -


• Delay Analysis and Delay Reduction Activities: In progress

• Airport CDM Activities: Gap Analysis completed Recommendations accepted Implementation Timeframe: A-CDM Phases 1 and 2 implemented with full

implementation on target Q1/2008 DPI Trials: 2008 (Shadow Mode & Live Operational trials planned Q2; Planning in

place with CFMU)



123

Airport: Madrid, Spain


Targets:


EUROCONTROL AOE On going / Planned Activities: This airport is included in the AENA/EUROCONTROL Joint Action Plan (ref. Para.6.2.2) and in the IATA/EUROCONTROL Joint Action Plan (ref. Para.6.2.1).

• Delay Analysis and Delay Reduction Activities: Delay analysis agreed to be performed between June - December 2008

• Airport Capacity Enhancement Activities: As in the AENA / EUROCONTROL Action Plan

• Airport CDM Activities: Assumption for DPI exchange: 2011 Implementation A-CDM as from November 2010



124

Airport: Milan/Malpensa, Italy


Targets:




• Airport Capacity Enhancement Activities: Action plan has been agreed

• Airport CDM Activities: Gap Analysis completed Recommendations accepted Implementation continues. A-CDM link with DMAN planned Q2 2008 Implementation Timeframe: Q4 2008 DPI Trials Assumption: 2009 (A-CDM implementation fairly mature)



125

Airport: Milan Linate, Italy




126

Airport: Munich (MUC), Germany


Targets:



• Delay Analysis and Delay Reduction Activities: Partly completed

• Airport CDM Activities: A-CDM fully implemented and considered part of daily operations 2008- DPI exchange operational; continued finer tuning of message exchange



127

Airport: Palma, Spain


EUROCONTROL AOE On going / Planned Activities: This airport is included in the AENA/EUROCONTROL Joint Action Plan (ref. Para.6.2.2). • Delay Analysis and Delay Reduction Activities:

Delay analysis agreed to be performed between June - December 2008



Start in May 2008 Implementation starts in November 2009 Assumption for DPI exchange: 2011



128

Airport: Paris /CDG, France

Declared runway capacities (as of 30/03/08) : Scheduled arrival peak: -Arrivals: 61 Departures: 62 Total: 112 Scheduled departure peak: -Arrivals: 60 Departures: 65 Total: 110 Traffic and Forecasts:

Targets:



• Airport CDM Activities: A-CDM project has been set up. Implementation Timeframe: 2010 DPI Trials Assumption: 2009 (A-CDM implementation underway; In line with CDG A-

CDM 2010 project)



129

Airport: Prague, Czech Republic


Targets:




• Airport Capacity Enhancement Activities: Completed; Action Plan agreed

• Airport CDM Activities: Gap Analysis completed Recommendations accepted Cost Benefit Analysis completed and fully accepted by all partners. Commencement of

A-CDM implementation Q1/2008 DPI Trials Assumption: 2009 (A-CDM implementation commencing Q2/2008; Based

on implementation of A-CDM elements in 12 months, output should result in DPI exchange and testing possible)



130

Airport: Rome Fiumicino, Italy


Targets:



• Delay Analysis and Delay Reduction Activities: Partly completed

• Airport Capacity Enhancement Activities: Action Plan under preparation

• Airport CDM Activities: Gap Analysis completed Recommendations under review Gap Analysis to be presented to Stakeholders in Q2/2008 DPI Trials Assumption: 2010 (A-CDM implementation commencement Q4/2008)



131

Airport: Thessaloniki, Greece


EUROCONTROL AOE On going / Planned Activities: • Delay Analysis and Delay Reduction Activities:

Planned

• Airport Capacity Enhancement Activities: Planned


Assumption for DPI exchange implementation: 2012-2013



132

Airport: Valencia, Spain

Declared runway capacities: Arrival Departure Total

20 20 34


EUROCONTROL AOE On going / Planned Activities: This airport is included in the AENA/EUROCONTROL Joint Action Plan (ref. Para.6.2.2). • Delay Analysis and Delay Reduction Activities:

As in the AENA / EUROCONTROL Action Plan. Planned




133

Airport: Venezia, Italy




134

Airport: Vienna/Schwechat, Austria


Targets:




• Airport Capacity Enhancement Activities: Action Plan is being agreed

• Airport CDM Activities: Gap Analysis completed Recommendations accepted Vienna Airport CDM project officially launched in January 2008 Implementation timeframe: Mid to end 2009 DPI Trials assumption: 2009 (Based on implementation of A-CDM elements in 12

months, output should result in DPI exchange and testing possible) Local Action Plans:

New terminal (17 new positions), partly in operation since end 2007 (8 positions), full operation by 2009 / Third runway: 2012



135

Airport: Warsaw, Poland


Targets:


EUROCONTROL AOE On going / Planned Activities: This airport is included in the IATA/EUROCONTROL Joint Action Plan (ref. Para.6.2.1). • Delay Analysis and Delay Reduction Activities:

Planned

• Airport Capacity Enhancement Activities: A full ACE capacity planning project is planned for in the Spring/ Summer 2008.


Gap Analysis presented early April 2008 Recommendations accepted Implementation plan being developed DPI Trials Assumption: 2011 (Subject to acceptance of A-CDM Gap Analysis

recommendations and commencement of A-CDM implementation)



136

Airport: Zurich, Switzerland


Targets:



• Delay Analysis and Delay Reduction Activities: Planned

• Airport Capacity Enhancement Activities: Planned for Oct 2008.

• Airport CDM Activities: Gap Analysis completed Recommendations accepted Implementation in progress, very mature. DPI operational trials currently being evaluated



137

ANNEX 3: IATA/EUROCONTROL Common Airport Action Plan

IATA/Eurocontrol Joint Action Plan (data source: IATA - February 2008) Remarks on the table above: • Priority 1 Airports: Most constrained hub airports • X indicates where the capacity enabler has been implemented • P indicates ”Partially implemented” • T indicates “Trial” • examples:

2007/2009: Enabler to be implemented in 2007/2009 when supported by Business Case >2008: Enabler to be implemented beyond 2008 Madrid: Target for 2007/2009: 50 % Delay Reduction compared with 2006 CFMU airport delay figures and 10 % increase in Declared Runway Capacity figures

Priority 1 Airports

Delay reduction Targets

Runway Capacity Increase

target

Start Airport CDM

HIRO

A-SMGCS Airport Multi-

Lateration

LVP proc. ICAO

DOC013

20 kt crosswind criteria to

change r/w configuration

1 MADRID 50 % 10 % >2008 >2008 >2008 X >2008 2 FRANKFURT 30 % - 2008 X X X Not Applicable

3 HEATHROW 30 % by 2010 Mixed Mode Ops, AMAN,

Landing rate resilience-

- X P X X X Not applicable

4 MILAN MALPENSA 30 % - X P X X X 2007/2008

5 VIENNA 8 % 10 % 2008 X X X 2007/2008 6 PARIS CDG 30 % 10 % X P X X level 2 X 2007/2008

7 ROME FIUMICINO 30 % 10 % 2008 2007/2008 2007/2008 2007/2008 2007/2008

8 MUNICH 10 % - X X X X Not Applicable 9 ISTANBUL 30 % 20 % 2007/2008 2007/2008 2007/2008 2007/2008 2007/2008

10 ZURICH 10 % - X P

N/A due to too high ROT; RET

RWY 28/ 34 planned (Court

decision pending)

X level 1 2008 level 2 X >2008

11 AMSTERDAM 10 % 5 % X P >2007 X X X

12 WARSAW 30 % 10 % 2008 Under revision

2008 - call for tender -

2010 implementa

tion

X To be confirmed

13 BRUSSELS 10 % - X X June 2006 X X X

14 PRAHA 20 % 5 % 2008 X 2007/2008 X 2007/2008

15 GENEVA 20 % 5 % X P >2008 X level 1 2008 level 2 X >2008

16 BARCELONA 30 % - X P >2008 >2008 X >2008

17 BUDAPEST 20 % 10 % Mid 2009

Awaiting infrastructure

changes HIRO 2007

2008 X 2006 Not applicable

18 HELSINKI 10 % 5 % X P X 2007/2008 X 2007/2008

INTENTIONALLY BLANK

INTENTIONALLY BLANK

© European Organisation for the Safety of Air Navigation EUROCONTROL May 2008

This document is published by EUROCONTROL in the interests of exchange of information. It may be copied in whole or in part, providing that EUROCONTROL is acknowledged as a source. The information contained in this document may not be modified without prior written permission from EUROCONTROL.

www.eurocontrol.int

Contact Details:

Capacity Enhancement Function Airspace Planning and Navigation Division European Air Traffic Management Telephone: 00 32 (0)2 729.37.81 E-mail Address: [email protected]

Airport Operations Programme Airport Operations & Environment Division European Air Traffic Management Telephone: 00 32 (0)2 729.37.67 E-mail Address: [email protected]

European Medium-Term ATM NetworkCapacity Plan Assessment 2009-2012

Edition May 2008

DMEANDynamic Management of the European Airspace Network

MT Plan 2009-2012 - · PDF fileNORWAY OSLO ACC ... 106 UNITED KINGDOM LONDON TC ... SAAM System for traffic Assignment & Analysis at Macroscopic level

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