Transcript Luc 13.9.12

European Space Policy &
European Single Sky
Luc TYTGAT, Director Single Sky
From the European Organisation for the Safety of Air Navigation
(EUROCONTROL)
Delhi, India
13th September, 2012 – Afternoon Session
The European Organisation for the Safety of Air Navigation
European Union Transport Policy
‘Efficient transport is a precondition for maintaining the EU’s prosperity.
Transport is also an important part of the economy itself: many
European companies are world leaders in infrastructure, logistics and
the manufacture of transport equipment and traffic management systems.’
Siim Kallas
Vice-President European Commission,
Commissioner for Transport
White Paper 2001 – ‘European transport policy for 2010: time to decide’
 In line with Sustainable Development Strategy adopted earlier by the European Council
 Contains European Commission’s 60 measures aimed at:
• shifting balance between modes of transport;
• revitalising railways;
• promoting transport by sea and inland waterways;
• and controlling air transport growth  Air transport related measures
2
European Space Policy (2007)
Policy statements
 European Commission (EC) and European Space Agency (ESA)
jointly committed to peaceful exploitation of outer space
 European decision to maintain an independent, reliable and cost-effective access to space
 Developments like GALILEO (European GNSS) and EGNOS (European SBAS)
demonstrate Europe's independence and readiness to assume global responsibilities
 Priority to space policy as it has far-reaching connections with many other EU policy areas
Two Main Axes
 Space Exploration led by European Space Agency
 Space Exploitation under the auspices and with the support of the European Commission
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Space Exploration (ESA)
 Global Exploration Strategy: common framework for 14 space agencies, vision for
human space exploration, action plan to share efforts of individual nations,
partnership between humans and robots is essential to the success of such ventures
 International Space Station (ISS): partnership with US, Russia, Japan and
Canada, 360 tons, 820 cubic metres of pressurised space, crew of six persons,
suited for testing spacecraft systems and equipment for missions to Moon and Mars,
funded until 2020, may operate until 2028, ESA responsible for Columbus laboratory
and Automated Transfer Vehicle
 Columbus: multifunction laboratory specialised in fluid physics, materials science
and life sciences
 PromISSe mission: six-month (Dec 2011-Jul 2012) on ISS  over 50
experiments  benefits of space science, technology and education brought
back to Earth
 Automated Transfer Vehicle (ATV): largest servicing vehicle for ISS, The ATV
carries up to 7 tonnes of cargo including provisions, scientific payloads and rocket
propellant, delivers essential cargo, performs regular ISS orbit reboosts and attitude
control manoeuvres, 3 successful launches, 4th launch towards ISS at the beginning
of 2013
 Concordia: station in Antarctica, preparation for human exploration
 Lunar Lander: autonomous lander capable of cargo and
logistics delivery to extend Moon surface exploration
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Space Exploitation (EC)
Ensuring political, economic and social returns  Develop and exploit space applications
that meet needs of enterprises and citizens
Earth observation
The Global Monitoring for Environment and Security programme (GMES) will:
- provide autonomous access to information on environment, climate change and security
- improve Europe's monitoring, assessment and decision-making capacity in crucial areas
Satellite communications
- Broadcasting and telecommunications satellites: 40 % of revenues of European space sector
- Strong growth still foreseen
- EU will support adoption of innovative services and technology developments
to achieve interoperability between terrestrial and satellite-based networks
Security and defence
- Space assets will bring a significant contribution to increasing security of European citizens
- Coordination between EU's defence and civilian space programmes needs to improve
Satellite navigation
- GALILEO worldwide satellite radio-navigation system: strategic and priority infrastructure
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Space Policy Implementation
Launchers
 Flexible range of 4 launchers
Liftoff mass and payload
 ESA-developed Ariane 5 ATV:
Lofting GALILEO and ATV
 ESA-developed Ariane 5 ECA:
Dual launches of very large satellites
 ESA-developed Vega:
Small and medium satellites
 Russian Soyuz-ST:
Liftoff mass=760 tons
10t to GTO and 20t into LEO
Liftoff mass=780 tons
10t+ to GTO
Liftoff mass=137 tons
1.5t to polar and LEO
Liftoff mass= 305 tons
3.2t to GTO and 4.4t to SSO
Launch pad
 in French Guiana
European operator for launches
 Arianespace (founded in 1980): European single operator,
world’s first satellite launch company
 Shareholders: French space agency (CNES), Astrium and all the
European space companies, representing 10 European countries
 80 contracts signed with customers, 208 Ariane launches, more
than half of the commercial satellites in service worldwide,
26 Soyuz launches, 1 Vega launch
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GALILEO
Rationale
 Economic impact: satellite navigation = 7% of EU Growth Development Product (GDP)
 Interoperability with GPS ensured
 Better coverage over Northern Europe than GPS
 Enabler for precision area navigation and approach (even if no ground aid at airport)
5 main GALILEO services
 Operational 2014 - Open Service (OS) (for all, free, time and position)
 Operational 2014 – Search & Rescue (SAR)
- real time process of emergency signals, instead of 1 hour delay today + acknowledgement
- position accuracy: a few metres, instead of 5 km in remote areas today
 Operational 2014 - Public Regulated Service (PRS)
- location+time for special users like police, armed forces
- PRS will be maintained even when OS is not operational (terrorism, spoofing)
 Operational 2018 - Commercial Service (CS)
- not free of charge
- use of two encrypted signals for increased accuracy
 Operational 2018 - Safety of Life Service (SoL): air navigation
Satellites on orbit
 2011: 2
28 Sep 2012: 4
2014: 18
2018: 30 (incl. 6 spare)
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GALILEO in aviation
 Galileo Safety of Life service based on global integrity abandoned
 Galileo Open Service can be used by aviation with augmentations based on:
- Receiver Autonomous Integrity Monitoring
(RAIM)
- or Satellite Based Augmentation System
(SBAS)
- or Ground Based Augmentation System
(GBAS)
 3 potential next steps:
1) Horizontal positioning worldwide:
from 18 to 30 GALILEO satellites +
GPS L1/L5 + horizontal RAIM
2) Vertical positioning in Europe:
GALILEO/GPS augmented by EGNOS V3
3) Vertical positioning worldwide:
GPS + GALILEO with Advanced RAIM
 GPS L1/L5, GALILEO and future SBAS possibly assessed against the same Minimum
Operational Performance Standard (developed by both EUROCAE and RTCA for airborne
or ground sub-systems)
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Galileo Early Services Provision Timeline
2012
2013
2014
2015
2016
2017
Stable signals
Early service
Service
OS
Pilot project
Early service
Demonstrator
Early service
PRS
CS
Stable signals
SAR
Early service
Acceleration of Galileo’s deployment: 3 more contracts signed in February 2012:
 Additional order for 8 satellites
 Adaptation of Ariane 5 for Galileo
 Booking of one Ariane 5
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Threat to Navigation
10
Access Rules for Public Regulated Service (PRS)

Rules based on principles discussed with the Member States

Member States, European Council, European Commission and the European External
Action Service have the right to unlimited and uninterrupted access to PRS, worldwide
- Member States will decide independently on authorised PRS users
- Council, Commission and European External Action Service will decide which
categories of agents are authorised to be PRS users

Union agencies may become PRS participants only if:
 necessary to fulfil their tasks
 relevant administrative agreement is concluded with the Commission

Non-EU states or international organisations could become PRS users, provided:
 a security Agreement exists between EU and the state/organisation
 an Agreement defining the access modalities is concluded with EU
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Galileo Governance
Council and
European Parliament
Political oversight
Programme management
European GNSS
Programme Committee
European
European
Commission
Commission
Execution
Delegation
Independent
advisors
Assistance and
delegation
European GNSS Agency
European Space Agency
Development contracts
Assistance tasks to EC
Market preparation
Deployment contracts
Tasks delegated by EC
Security accreditation,
Galileo Security Monitoring Centre
9 April, 2015
The European GNSS Programmes
12
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EGNOS
Rationale
 Greater accuracy obtained from GALILEO and GPS through signals received from
Augmentation Systems = geostationary satellites + ground stations
 GPS position accuracy
- without augmentation: 17m
- with augmentation: 3m  use for flight approach and landing
 EGNOS: the European SBAS for GALILEO and GPS
 EGNOS provides integrity function to inform crew when basic GNSS not fully operational
EGNOS Operations
 EGNOS already operational, free of charge
 EGNOS interoperability ensured  same receiver for all SBAS
3 main EGNOS services
 Open Service since 2009
 Safety of Life Service since 2011: informs within 6 seconds of any GNSS disruption
 Commercial Service: all satellite-based information (from GALILEO as from 2018) are
already made available via the ground stations (useful in case of poor signals)
Benefits
GALILEO+EGNOS benefits for EU over 2010-2027: 90 B€ + intangible benefits
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EGNOS in aviation
Facts
 EGNOS SOL service declared operational (2011)
 European Satellite Services Provider (ESSP) certified (2011)
 Vertical GNSS position for the first time in Europe 
EGNOS can be used in 90 ‘Approach with Vertical Guidance’ procedures (Jan 2012)
 EGNOS can support all Performance Based Navigation applications
 EUROCONTROL coordinating EGNOS operational implementation:
around 100 approach procedures designed and 500 aircraft equipped (June 2012)
Next steps
 Long tem commitment and free of charge service
(EU funding to foster operational implementation in aviation)
 EGNOS good and stable performance will enable:
 to face technical, ionospheric and governance challenges (2012-2016)
 implementation of 37th ICAO Assembly resolution  a cost-effective solution for:
- airports replacing conventional Non Precision Approach without deploying ILS
- General, Business and Regional aviation, helicopters and some heavy aircraft
(e.g. Beluga, Airbus 350)
 EGNOS extension to all ECAC States (44) to form part of European ATM Network
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GNSS Market
Worldwide market for “GNSS-enabled” civil applications:
around €236 billions in 2025 per year.
2009
2025
€140 billion
€236 billion
Time
Europe’s policy is:
 to consider GNSS based applications as a means of contributing to
sustainable development
 to provide the requited support and appropriate governance
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European Single Sky
The European Organisation for the Safety of Air Navigation
Institutional Outline
- From political orientation towards efficient implementation European Union (EU): political impetus
 Treaties, like
Rome Treaty (1957)
Lisbon Treaty (2007
European Commision (EC): executive arm of EU  Policies, like
(excluding military aspects)
Transport Policy
Space Policy
+ EC/DG Enterprise+ ESA
 relevant Initiatives like
Single Sky
EUROCONTROL: intergovernmental organisation  Expert support
(including military aspects)
like support to Single Sky implementation
Support is comprehensive, requires coordination  ICAO, EC, States / CAAs, Air Navigation
Services Providers, Airspace Users,
Airports, Military, Industry, Standardisation
organisations, etc.
EUROCONTROL:
Focal expert organisation for Single Sky
Main Origin of Europe’s Challenges
in Air Traffic Management
One Day Traffic
(2011)
2000: 8 million flights  2030: 17 million
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European ATM in Figures (2011)
• States: 40
• Separation between regulatory oversight and service provision
• Air Navigation Service Providers: civil and military
• Control: 68 Centres; 670 Sectors; +/- 430 Towers
• Capacity and flow management: 1 (EUROCONTROL)
• Airports: 100 with more than 3.5 million passengers
• Air Traffic Controllers: 16.700
(60% in en-route control centres)
• Support staff: 40.000
• Cost of air navigation services: 8.3 billion Euros
Airports and airlines: 670.000 people
Air transport sector: 3.2 million people
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Main shortcomings in ATM performance
(over last 15 years)
CAPACITY SHORTAGE (inability to meet traffic demand)
Capacity available under-utilised
• Sub-optimal human resources management
• Information not managed system-wide
• Decision-making insufficiently collaborative
Additional capacity slow to create
• Long maturation for R&D products and services
• Complexity of coordination before implementation
Impact:
delay objective rarely met
HIGH COST (recurrent result of fragmentation)
ANS provision: Euros 8.3 billions
• Sub-optimal procurement, development and maintenance
• Multiplication of support (training, administration, R&D)
ANS quality of service related costs: Euros 5.2 billions
• Flow management delays: Euros 1.5 billions
• Flight inefficiencies: Euros 3.7 billions
Impact:
2010
Europe
USA
Difference
USA vs. EU
Costs per
controlled flight
440
770
+ 75%
Report produced by:
- EUROCONTROL Performance review Commission
- FAA Air Traffic Organization System Operations Services
ANS insufficient quality of service
contributes 38% of total costs for
airspace users (2011)
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Main Obstacle to Further Improvement
in European ATM
Expert views before 2000
 Further improvements are still possible but not
commensurate with criticality of challenges
for 2030+ (average annual traffic growth: 2.8%)
2000-2010 - Decade to:
 assess the obstacle faced by European ATM
 take strategic initiatives and
 start implementation of change
Main obstacle:
FRAGMENTATION
Main objective:
Moving the obstacle through
DEFRAGMENTATION
Example: De-fragmented airspace organisation
based on traffic flows
 9 Functional Airspace Blocks (FABs) as from 04.12.2012
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Fragmentation in Information Management
European legacy system: juxtaposition of national systems
Insufficient (lack of) data exchange across national/local computer systems
 Obstacle to global interoperability  severe impact on capacity
 EUROCONTROL actions:
3 European standards for
critical data exchange
 Radar data exchange between radar
data processing systems (Edition 1.0 in1991)
 Exchange between adjacent flight data
processing systems of basic data concerning
airborne flights (Edition 1.0 in 1992, Edition 4.2 in
2010)
 Exchange of complete sets of flight data across
Europe (Edition 1.0 in 1993, Edition 3.1 in 2011)
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Fragmentation in Other Areas
Inefficient decision-making: ATM improvements decided through unanimity
 slow results at European level
 Change in governance achieved: EUROCONTROL Revised Convention
Intergovernmental agreements on objectives and strategies
in ATM are not enough since implementation:
 is still addressed at the national level
 and cannot be enforced
 Institutional change implemented:
EC participates in EUROCONTROL decision-making
Airports not in the loop
 an obstacle towards the ‘gate-to-gate’ concept implementation
 Stakeholder involvement policy and working arrangements in place
Un-coordinated research in ATM
 Major streamlining achieved
Gap in technology between ground-based and airborne systems
 return on investment for airspace users slower than expected
 Navigation strategy based on satellite
23
Political Impetus and Support to Single Sky and EUROCONTROL
About Transport Network deficiencies
• White Paper
Mr Karel Van Miert,
Commissioner for Transport & Consumer Protection
About the EUROCONTROL Revised Convention
• ‘Implementing a uniform air navigation system will contribute
to Europe's development and benefit the air transport industry at
large’.
Ms Loyola De Palacio, European Commission's Vice-President,
Commissioner for Transport & Energy
About the Single European Sky
•
‘EUROCONTROL is totally committed to this strategic
initiative, providing its expert support to the European Commission’.
Historic reiterated commitments
Mr Jacques Barrot, European Commission's Vice-President,
Commissioner for Transport
•
‘The Single European Sky is to be another historical
breakthrough in the same vein as the single currency and the
single market’.
Mr Siim Kallas, European Commission's Vice-President,
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Commissioner for Transport
Single Sky Rationale
Regulatory initiative taken by European Union (EU) to DEFRAGMENT
the European ATM system with EUROCONTROL invited to support the
European Commission (executive arm of the EU)
Single Sky
 Applicability: 40 States
 Scope:
• General regulatory framework (who does what)
• Specific regulations in - service provision
- airspace management
- all operational and technical aspects of ATM
contributing to interoperability
Single Sky does not relate not to commercial aspects of air transport
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The Five Single Sky Pillars
 Performance
• Binding performance targets on Air Navigation Service Providers
• High level network management functions
• Acceleration in FAB implementation
 Safety
• Extension of European Aviation Safety Agency (EASA) competence
• Oversight function of National Supervisory Authorities extended
 Capacity
• Focus on airports
• Airports seen as an integral part of
the European ATM network
 Technology
• EC/EUROCONTROL/European industry
Joint Undertaking to drive technological improvements
 Human Factor
• Acknowledged as the overriding enabler of change
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EUROCONTROL Mission Evolution

1960’: common European Air Traffic Control system in the upper airspace
Single European Sky idea 50 years ago… sovereignty issue

1990’: uniform Air Traffic Management System for civil and military users
Harmonise and integrate Air Navigation Services… regulatory power
issue

Today: performance-driven Single European Sky
Support regulator and States to implement…
 no issue any more
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EUROCONTROL New Role
Regulate
Operate/Coordinate
Research
FAB
EC
FAB
FAB
Network
Manager
EASA
FAB
NSAs
NSA = National Supervisory Authority
Joint Undertaking
In ATM Research:
SESAR Programme
FAB
(up to 2016)
FAB
FAB = Functional Airspace Block
• Technical support
• Network management
• Performance review
• Deployment coordination
• Air navigation charges
SESAR = Single European Sky ATM Research
• Founding member of
Joint Undertaking
• Major contributor
• Longer term research
EUROCONTROL
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EUROCONTROL Agency Functions
SINGLE SKY SUPPORT
EU related tasks
• Support
to policy setting
• Regulatory support to EC
• Support to:
- Safety Regulation Commission
- European Aviation Safety Agency
• Support to EU Emissions Trading Scheme
• ATM Performance review
• Single Sky implementation planning and reporting
Pan-European
Network Management
European ANS Costs Recovery
Air Traffic Management Research
Air Traffic Control
(Delegation from 4 States)
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EUROCONTROL Agency Functions
EU non related tasks
SINGLE SKY SUPPORT
• Functional Airspace Blocks review
• Implementation support to States
• Civil-Mil ATM Coordination including in Aviation Security
• Extension of Single Sky to pan-European spheres
Pan-European
Network Management
European ANS Costs Recovery
Air Traffic Management Research
Air Traffic Control
(Delegation from 4 States)
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Military Requirements within Single Sky
Overarching Understanding
 Single Sky needs to meet both civil and military requirements
 Addressing requirements separately is inefficient
Institutional Context
 EU may not regulate military operations
 EUROCONTROL
• unique intergovernmental civil-military organisation in ATM
• entrusted by its member States with responsibility for civil-military (ATM) coordination
• interacting with NATO (on military CNS and ATM security)
 EUROCONTROL Military expertise used to support:
 Flexible Use of Airspace implementation
(airspace segregation for military use can only be temporary)
 Mil/Mil and Civ/Mil systems interoperability
 Collaborative Decision-Making between civil and military
 Adoption by States of measures in ATM security
 Mutual understanding of civil and military ATM-related requirements (notably in R&D)
 Adoption of a common civil-military performance-based approach
 Harmonisation of military requirements and adoption of best practices
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EUROCONTROL’s concept of Flexible Use of Airspace
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Single Sky and Environment
Requirement from European Commission
EC’s Single Sky includes a specific target for
reducing aviation’s negative impact on environment.
EUROCONTROL On-going Actions
Environmental expertise provided to Member States, EC and aviation community
to help measure, monitor and mitigate the impact.
In technology
 Leadership of relevant SESAR projects
• Environmental Impact Assessment Toolset
• Environmental Key Performance Indicators
• Regulatory and Environmental Risk
• Environment Co-ordination Function
 Coordination of SESAR work with Clean Sky (integration of advanced technologies for
reduction of noise and gaseous emission)
In regulatory areas
 Provision of a support facility (flight data) within the Emission Trading Scheme (ETS)
• ETS Competent Authorities (from 21 States so far)
• Aircraft Operators
 Regulatory support to:
• European Union (EC/MOVE and CLIMA, EASA, European Environment Agency)
• UN Framework Convention on Climate Change through the ICAO Committee on
Aviation Environmental Protection
• Specifications for the Collaborative Environmental Management function
 Assessment of ATM changes from environmental perspective (FABs, airports, TMAs…)
33
Single European Sky: a single research programme
•
Single European Sky Air Traffic Management Research (SESAR Programme)
 a single ATM R&D programme in Europe
•
Public-private partnership
•
•
Innovation from private sector
Financial stability & enforcement power from public sector
•
2 founding members:
•
15 industry members:
•
Budget
• Planning and development:
• Deployment:
2 B€ till 2016
30 B€ till 2030
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SESAR Solutions towards Increased Performance
GALILEO
Satellite
 Gate-to-gate system integration
 One dynamic airspace continuum
 Co-operative ATM
 4D Trajectory & Contracts
 New roles / task distribution for
pilots and controllers
 Airborne separation assistance
 Collaborative Decision Making
 ATM / Airline operations / Airport
 Airport Airside / Landside
 System-Wide Information Management & Interoperability
 Exploit satellite technology (GALILEO & communications)
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The EU-wide performance targets 2012-2014
Commission Decision (2011/121/EU) of 21 February 2011
KPA
KPI for EUwide target
Baseline
(2009)
EU-wide targets for 2014
Environment
Average horizontal
en route flightefficiency
4.5% of
additional
distance
- 0.75%
vs 2009 baseline
Capacity
En route ATFM
delay
0.9 min / flight
0.5 min/flight
€63.8 /
Service Unit
€53.92 for 2014
with intermediate values:
€57,88 for 2012
€55,87 for 2013
Cost-efficiency
Average en route
determined unit rate
(€ 2009 prices)
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Single Sky Environmental Target
EU-wide target : 0.75% reduction of en-route flight extension between 2009 and 2014
•
Strategic environmental objectives
• No increase in ANS-related emissions, while traffic increases
• Carbon-neutral growth of aviation as far as ANS is concerned
• Significant contribution to sustainable development of aviation
•
Environmental benefits
• 500k tons CO2 in 2014 vs 2009 performance
•
Economic benefits
• € 200M in 2014 vs 2009 (flight time and fuel burn)
% of horizontal en route extension
5,0%
Performance indices (100 in 2009)
120
4,5%
115
4,0%
-0.75%
points
vs.
2009
3,5%
110
105
Traffic
100
Emissions
95
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
2004
3,0%
90
85
80
Actual baseline
EU-wide target
2009
2010
2011
2012
2013
2014
Current enhancement plans (-0.6% points vs. 2009)
37
Positive Impact of on Airspace Users
- 2010 against 2009 1
1
1
1
1
In 2010, the increase in ATCO-hour productivity (+6.7%) was accompanied by a decrease in employment
costs per ATCO-hour (-5.0%), thereby resulting in a substantial decrease in ATCO employment costs per
composite flight-hour (-11.0%). Figure 7-15 also indicates that while traffic volumes increased by +2.1%,
support costs reduced by -2.9%, resulting in a decrease in support costs per composite flight-hour (-4.9%).
The central part of Figure 7-15 shows that between 2009 and 2010, given the respective weights of ATCO
employment costs (30%) and support costs (70%), unit ATM/CNS provision costs decreased by -6.8%.
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Way Forward for European ATM
A Single Sky, more and more:
 Performance driven
 Responsive to new requirements, like UAS
 Managed as a network, gate-to-gate
 Pan-European (extension to other States)
 Based on new technology, still human centric
With EUROCONTROL, Single Sky driven
 Strengthened & institutionalised expert support to EU
 Committed to results in network management
and performance analysis
 Acknowledged Worldwide reference
(ICAO Air Navigation Conference 2012)
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European Space Policy &
European Single Sky
Questions & Answers
The European Organisation for the Safety of Air Navigation