Ernip part-2-arn-v8 fra 2013 & 2015

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Ernip part-2-arn-v8 fra 2013 & 2015

  1. 1. Network Manager nominated by the European Commission EUROCONTROL European Route Network Improvement Plan PART 2 European ATS Route Network - Version 2013-2015 European Network Operations Plan 2013-2015 Edition June 2013
  2. 2. EUROCONTROL DIRECTORATE NETWORK MANAGEMENT EUROCONTROL European Route Network Improvement Plan - Part 2 ATS Route Network ARN Version 2013 - 2015 Catalogue of Airspace Projects Edition Number Edition Date Status Intended for : : : : 1.1 06.06.2013 Released Issue General Public
  3. 3. A R N V 2 0 1 3 -2 0 1 5 Left blank intentionally European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects ii 06 June 2013 Edition: 1.1
  4. 4. A R N V -2 0 1 3 -2 0 1 5 DOCUMENT CHARACTERISTICS ITLE European Route Network Improvement Plan ARN Version 2013 2015 Catalogue of Airspace Projects Publications Reference: Document Identifier Edition Number: Edition Date: 1.1 06.06.2013 Abstract This document contains the ATS Route Network ARN Version 2013 - 2015 Catalogue of Airspace Projects as Part 2 of the European Route Network Improvement Plan (ERNIP). It is in response to the COMMISSION REGULATION (EU) No 677/2011 of 7 July 2011 (laying down the detailed rules for the implementation of air traffic management (ATM) network functions and amending Regulation (EU) No 691/2010), the EUROCONTROL Provisional Council Airspace Action Plan and the 2015 Airspace Concept and Strategy for the ECAC States. The ARN Version 2013 - 2015 consolidates an European Route Network for the safe and efficient operation of air traffic, taking due account of the environmental impact; facilitates, within the ERNIP, the development of an airspace structure offering the required level of safety, capacity, flexibility, responsiveness, environmental performance and seamless provision of expeditious air navigation services, with due regard to security and defence needs; ensures regional interconnectivity and interoperability of the European Route Network within the ICAO EUR Region and with adjacent ICAO Regions. Keywords Route Network Plan Network Manager Route Network Airspace Design Airspace Utilisation Sectors Traffic flow Airspace Efficiency Plan Functional Blocks Authors EUROCONTROL DNM/NOM/OPL Contact Person(s) Tel Division Razvan Bucuroiu + 32 2 729 36 48 DNM / COO / NOM / OPL STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via Working Draft General Public Intranet Draft Operational Stakeholders Extranet Proposed Issue Restricted Audience Internet (www.eurocontrol.int) Released Issue Printed and electronic copies of the document can be obtained from the Publications Infocentre (see page iv) European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects iii 06 June 2013 Edition: 1.1
  5. 5. A R N V -2 0 1 3 -2 0 1 5 DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document. EDITION PAGES EDITION DATE REASON FOR CHANGE NUMBER AFFECTED 1.0 17.04.2013 Final Draft RNDSG/79 agreement All 1.1 06.06.2013 Released Issue NETOPS/NDOP/NMB agreement All Publications EUROCONTROL Headquarters 96 Rue de la Fusée B-1130 BRUSSELS Tel: +32 (0)2 729 1152 Fax: +32 (0)2 729 5149 E-mail: publications@eurocontrol.int European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects iv 06 June 2013 Edition: 1.1
  6. 6. A R N V -2 0 1 3 -2 0 1 5 TABLE OF CONTENT DOCUMENT CHARACTERISTICS ............................................................................................... iii DOCUMENT CHANGE RECORD ................................................................................................. iv TABLE OF CONTENT.................................................................................................................... v EXECUTIVE SUMMARY .............................................................................................................. vii ORGANISATION AND CONTENTS.............................................................................................. ix 1. A CONSOLIDATED EUROPEAN AIRSPACE DEVELOPMENT...................................... 1 1.1. OBJECTIVE, SCOPE AND TIMEFRAME......................................................................1 1.2. DEMANDING PERFORMANCE TARGETS ..................................................................2 1.3. EUROPEAN ROUTE NETWORK IMPROVEMENT PLAN - PRINCIPLES ....................3 1.4. THE AIRSPACE ACTION PLAN ...................................................................................4 1.5. THE FLIGHT EFFICIENCY PLAN .................................................................................4 1.6. FUNCTIONAL AIRSPACE BLOCKS INTEGRATION INTO THE ERNIP Part 2 - ARN VERSION 2013 - 2015 ..................................................................................................5 1.7. BENEFITS OF ERNIP Part 2 - ARN VERSION 2013 - 2015 .........................................8 2. ARN VERSION 2013 - 2015 BENEFITS ........................................................................... 9 2.1. TOTAL EXPECTED BENEFITS - ERNIP Part 2 - ARN VERSION 2013 - 2015 ............9 2.2. CAPACITY ENHANCEMENT BENEFITS OF ERNIP Part 2 - ARN VERSION 2013 - 2015 ......................................................................................................................................9 3. EUROPEAN ROUTE NETWORK DESIGN FUNCTION, THE AIRSPACE AND FLIGHT EFFICIENCY ACTION PLANS ..................................................................................................... 11 3.1. EUROPEAN ROUTE NETWORK DESIGN FUNCTION..............................................11 3.2. AIRSPACE ACTION PLAN .........................................................................................11 3.3. DEPLOYING A LONG TERM VISION.........................................................................11 3.4. TOP 50 CITY PAIRS...................................................................................................12 3.5. ASM Solutions ............................................................................................................13 3.6. SIMPLIFYING THE RAD.............................................................................................13 3.7. IMPROVING TMA STRUCTURES ..............................................................................13 3.8. FUNCTIONAL AIRSPACE BLOCKS ...........................................................................14 3.9. THE FLIGHT EFFICIENCY PLAN ...............................................................................14 4. CONCEPT OF OPERATIONS FOR EUROPEAN AIRSPACE DESIGN ......................... 15 4.1. MAIN PRINCIPLES.....................................................................................................15 4.2. ERNIP Part 2 - ARN VERSION 2013 - 2015 IMPROVEMENTS HIGHLIGHTS ...........16 4.2.1. Introduction................................................................................................................ 16 4.2.2. Basic Concept ........................................................................................................... 16 4.2.3. European Network Consistency................................................................................. 16 4.2.4. Airspace Continuum .................................................................................................. 17 4.2.5. ARN Version 2013 - 2015 Components..................................................................... 17 4.2.6. Airspace Classification............................................................................................... 17 4.2.7. Airspace Organisation ............................................................................................... 18 4.2.8. Airspace Development Approach .............................................................................. 18 4.2.9. Operating the ERNIP Part 2 - ARN Version 2013 - 2015 ........................................... 20 4.2.10. Military Operations..................................................................................................... 21 4.2.11. Airspace Management (ASM) Solutions .................................................................... 21 4.2.12. Network Enablers ...................................................................................................... 23 European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects v 06 June 2013 Edition: 1.1
  7. 7. A R N V -2 0 1 3 -2 0 1 5 4.2.13. Impact on Adjacent Areas.......................................................................................... 23 5. A NETWORK COOPERATIVE DECISION MAKING PROCESS.................................... 25 5.1. A NETWORK ORIENTATED APPROACH..................................................................27 5.2. AIRSPACE UTILISATION AND MANAGEMENT ........................................................28 5.3. MILITARY REQUIREMENTS ......................................................................................28 6. TRAFFIC DEMAND EVOLUTION AND ASSESSMENT................................................. 29 6.1. GENERAL...................................................................................................................29 6.2. TRAFFIC DEMAND VARIATION - COMPARISON 2008/2011....................................29 6.3. WEEK AND WEEK-END DISTRIBUTION ...................................................................30 6.4. DISTRIBUTION AND EVOLUTION - SHORT HAUL AND MEDIUM/LONG HAUL ......32 6.5. VERTICAL DISTRIBUTION (EVOLVING AND CRUISING TRAFFIC).........................33 6.6. FLIGHT LEVEL DISTRIBUTION .................................................................................34 6.7. AIRPORT TRAFFIC INCREASE .................................................................................34 6.8. TOP 50 AIRPORTS.....................................................................................................35 6.9. BUSIEST CITY PAIRS ................................................................................................36 6.10. AIRSPACE USERS.....................................................................................................38 6.11. AIRCRAFT TYPES......................................................................................................39 7. LAYERS OF ERNIP PART 2 - ARN VERSION 2013 - 2015........................................... 41 7.1. ROUTE NETWORK ....................................................................................................41 7.2. EUROPEAN NIGHT/WEEK-END DIRECT ROUTES NETWORK ...............................41 7.3. FREE ROUTE AIRSPACE ..........................................................................................43 7.4. TMA PROJECTS ........................................................................................................44 8. ASSESSMENT AND ANALYSIS OF ERNIP PART 2 - ARN VERSION 2013 - 2015 PROJECTS .................................................................................................................................. 45 8.1. GENERAL...................................................................................................................45 8.2. FLIGHT ECONOMY INDICATORS (FEI) ....................................................................45 8.3. ERNIP Part 2 - ARN VERSION 2013 - 2015 PROPOSALS FOR 2011/2012/2013/201445 ANNEXES .................................................................................................................................. 119 Annex A. Reference Documents........................................................................................... 121 Annex B. Acronyms and Abbreviations ............................................................................... 123 Annex C. Summary of ERNIP PART 2 - ARN VERSION 2013 - 2015 Proposals ................. 125 Annex D. List of ERNIP PART 2 - ARN VERSION 2013 - 2015 Proposals........................... 135 European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects vi 06 June 2013 Edition: 1.1
  8. 8. A R N V 2 0 1 3 -2 0 1 5 EXECUTIVE SUMMARY In accordance with the COMMISSION REGULATION (EU) No 677/2011 of 7 July 2011 (laying down the detailed rules for the implementation of air traffic management (ATM) network functions and amending Regulation (EU) No 691/2010) the European Route Network Improvement Plan (ERNIP) is a plan developed by the Network Manager in coordination with the operational stakeholders. It includes the result of Network Manager’s operational activities with respect to short and medium term route network design in accordance with the guiding principles of the Network Strategy Plan. In response to the same COMMISSION REGULATION (EU) and the EUROCONTROL Provisional Council Airspace Action Plan, the objective of the ERNIP Part 2 - ARN Version 2013 - 2015 is the enhancement of European ATM capacity, flight efficiency and environmental performance through the development and implementation of an improved ATS route network, Free Route Airspace and TMA systems structures supported by corresponding improvements to the airspace structure and the optimal utilisation rules of both in the EUROPEAN area. The ERNIP Part 2 - ARN Version 2013 - 2015: • achieves an European Route Network for the safe and efficient operation of air traffic, taking due account of the environmental impact; • facilitates, within the European Route Network Improvement Plan, the development of an airspace structure offering the required level of safety, capacity, flexibility, responsiveness, environmental performance and seamless provision of expeditious air navigation services, with due regard to security and defence needs; • ensures regional interconnectivity and interoperability of the European route network within the ICAO EUR Region and with adjacent ICAO Regions. The ERNIP Part 2 - ARN Version 2013 - 2015 will ensure the further deployment of the Advanced Airspace Scheme route network and consolidate into a network approach the first Functional Airspace Blocks developments, the approach towards free route applications implementation projects and TMA system developments. The ERNIP Part 2 - ARN Version 2013 - 2015 will also contribute to the achievement of the Single European Sky Requirements. The ERNIP Part 2 - ARN Version 2013 - 2015 will offer more alternative routings and more direct route alignments closer to the user preferred routes whilst keeping the internal operational consistency of the European airspace organisation. It takes into account the need for a coherent interface with the remainder of the ICAO European and North Atlantic Region and other relevant ICAO regions. As from the full implementation of ERNIP Part 2 - ARN Version 2013 - 2015 in 2015, flying distances would be reduced by approximately 6 million NMs, this representing the equivalent of 36000 tons of fuel saved, or reduced emissions of 120000 tons, or 30 million Euros. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects vii 06 June 2013 Edition: 1.1
  9. 9. A R N V -2 0 1 3 -2 0 1 5 Left blank intentionally European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects viii 06 June 2013 Edition: 1.1
  10. 10. A R N V 2 0 1 3 -2 0 1 5 ORGANISATION AND CONTENTS This document is identified as European Route Network Improvement Plan - ARN Version 2013 2015 Catalogue of Airspace Projects. Structure of the Document Chapter 1 Provides an overview of the consolidated European approach to airspace design. Chapter 2 Provides an overview of ARN Version 2013 - 2015 benefits. Chapter 3 Commences with the Airspace Action Plan and depicts its implementation. Chapter 4 Focuses on the consolidated Concept of Operations. Chapter 5 Focuses on the Network Collaborative Decision Making Process. Chapter 6 Provides an assessment of the demand between 2007/2008 and 2011/2012. Chapter 7 Provides a description of the ARN Version 2013 - 2015 layers. Chapter 8 Provides an assessment and analysis of ARN Version 2013 - 2015 projects. Annexes Annex A Reference Documents Annex B Acronyms and Abbreviations Annex C Summary of ARN Version 2013 - 2015 Proposals Annex D List of ARN Version 2013 - 2015 Proposals European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects ix 06 June 2013 Edition: 1.1
  11. 11. A R N V 2 0 1 3 -2 0 1 5 Left blank intentionally European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects x 06 June 2013 Edition: 1.1
  12. 12. A R N V 2 0 1 3 -2 0 1 5 1. A CONSOLIDATED EUROPEAN AIRSPACE DEVELOPMENT 1.1. OBJECTIVE, SCOPE AND TIMEFRAME In response to the COMMISSION REGULATION (EU) No 677/2011 of 7 July 2011 (laying down the detailed rules for the implementation of air traffic management (ATM) network functions and amending Regulation (EU) No 691/2010) and the EUROCONTROL Provisional Council Airspace Action Plan, the objective of the ERNIP Part 2 - ARN Version 2013 - 2015 is the enhancement of European ATM capacity, flight efficiency and environmental performance through the development and implementation of an improved ATS route network, Free Route Airspace and TMA systems structures supported by corresponding improvements to the airspace structure and the optimal utilisation rules of both in the European airspace. The ERNIP Part 2 - ARN Version 2013 - 2015: • achieves an European Route Network for the safe and efficient operation of air traffic, taking due account of the environmental impact; • facilitates, within the European Route Network Improvement Plan, the development of an airspace structure offering the required level of safety, capacity, flexibility, responsiveness, environmental performance and seamless provision of expeditious air navigation services, with due regard to security and defence needs; • ensures regional interconnectivity and interoperability of the European route network within the ICAO EUR Region and with adjacent ICAO Regions. The ERNIP Part 2 - ARN Version 2013 - 2015 will ensure the further deployment of the Advanced Airspace Scheme route network and consolidate into a network approach the Functional Airspace Blocks developments, the approach towards free route applications implementation projects and TMA system developments. The ERNIP Part 2 - ARN Version 2013 - 2015 will also contribute to the achievement of the Single European Sky Requirements. The ERNIP Part 2 - ARN Version 2013 - 2015 combines airspace design projects and specific elements derived from the AAS aimed for implementation over the period Autumn 2012 - Autumn 2015. The full development phase including the validation covers the period from Summer 2011 until Summer 2013. The implementation started in Autumn 2012 and continues in stages until Autumn 2015. The ERNIP Part 2 - ARN Version 2013 - 2015 will offer more alternative routings and direct route alignments closer to the user preferred routes whilst keeping the internal operational consistency of the European airspace organisation. It takes into account the need for a coherent interface with the remainder of the ICAO European and North Atlantic Region and other relevant ICAO regions. The ERNIP Part 2 - ARN Version 2013 - 2015 includes details on: • ATS route network developments; • Re-sectorisation actions; • Actions aimed at simplifying the usage of the ATS route network; • Enhanced consistency of CDR applicability; • Deployment of the night route network; • Implementation of Free Route like and Free Route Airspace projects. The ERNIP Part 2 - ARN Version 2013 - 2015 is derived from the following sources: • AAS route network; • Proposals covering a cohesive development of the European ATS route network; • Solutions developed inside various FAB initiatives; • Proposals originating at national or sub-regional level; • Aircraft operators proposals. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 1 06 June 2013 Edition: 1.1
  13. 13. A R N V -2 0 1 3 -2 0 1 5 1.2. DEMANDING PERFORMANCE TARGETS The Performance Scheme for air navigation services and network functions, adopted in the context of the Single European Sky II Regulations, includes two important key performance areas and associated indicators, related to the operational performance of the European ATM network for the period 2012 - 2014. Similar key performance areas, indicators and targets have been adopted by the EUROCONTROL Provisional Council. • • Environment o average horizontal en-route flight efficiency, defined as follows: the average horizontal en-route flight efficiency indicator is the difference between the length of the en-route part of the trajectory and the optimum trajectory which, in average, is the great circle; “en-route” is defined as the distance flown outside a circle of 40 NM around the airport; the flights considered for the purpose of this indicator are: • all commercial IFR flights within European airspace; • where a flight departs or arrives outside the European airspace, only that part inside the European airspace is considered; • circular flights and flights with a great circle distance shorter than 80NM between terminal areas are excluded. o effective use of the civil/military airspace structures, e.g. CDRs (Conditional Routes). For the first reference period, this indicator shall be only monitored. Capacity o minutes of en-route ATFM delay per flight, calculated for the full year and including all IFR flights within European airspace. For the performance reference period starting on 1st January 2012 and ending on 31st December 2014, the European Union-wide and EUROCONTROL performance targets will be as follows: • Environment target: an improvement by 0,75% point of the average horizontal en-route flight efficiency indicator in 2014 as compared to the situation in 2009. • Capacity target: an improvement of the average en route Air Traffic Flow Management (ATFM) delay so as to reach a maximum of 0,5 minute per flight in 2014. At the time of the approval of this ERNIP Part 2 - ARN Version 2013 - 2015, no targets were set for the second Performance Scheme reference period, therefore, no target is mentioned for 2015. The ERNIP Part 2 - ARN Version 2013 - 2015 also responds to the targets included in the Network Strategic Plan (NSP) and the Network Manager Performance Plan (NMPP) as described below: o Route extension due to airspace design • Targets: o o o 2013: +2.85% 2014: +2.7% Route extension due to last filed flight plan • Targets: o 2013: +4.40% o 2014: +4.15% European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 2 06 June 2013 Edition: 1.1
  14. 14. A R N V -2 0 1 3 -2 0 1 5 o Increase the number of new CDRs through military airspace by 5% per annum o o Increase the CDR1/2 usage by an average of 5% per annum in a collaborative effort with airspace users who remain responsible for flight plan route choices o o RNDSG/ASMSG common responsibility Reduce route unavailability both in time (mainly at night and low demand periods) and in quantity by 10% per annum o o RNDSG/ASMSG common responsibility RNDSG/RMG common responsibility Reduce vertical flight inefficiencies by a total of 5% by 2014 o RNDSG and RMG common responsibility o ATFCM input also required 1.3. EUROPEAN ROUTE NETWORK IMPROVEMENT PLAN - PRINCIPLES With the development of the ERNIP Part 2 - ARN Version 2013 - 2015 of the European Route Network Improvement Plan the Network Manager, States, air navigation service providers as part of functional airspace blocks or individually, applied, within the cooperative decision-making process, the following airspace design principles: • the establishment and configuration of airspace structures was based on operational requirements, irrespective of national or functional airspace block borders or FIR boundaries, and was not bound by the division level between upper and lower airspace; • the design of airspace structures was a transparent process showing decisions made and their justification through taking into account the requirements of all users whilst reconciling safety, capacity, environmental aspects and with due regard to military and national security needs; • the present and forecast traffic demand, at network and local level, and the performance targets were used as an input for the ERNIP Part 2 - ARN Version 2013 - 2015 of the European Route Network Improvement Plan with a view to satisfying the needs of the main traffic flows and airports; • vertical and horizontal connectivity, including terminal airspace and the airspace structure at the interface was ensured; • the possibility for flights to operate along, or as near as possible to, user required routes and flight profiles in the en route phase of flight; • the development and inclusion of the vast majority of airspace structures proposals, including Free Route Airspace, multiple route options and CDRs, received from stakeholders having an operational requirement in the European airspace; • the design of airspace structures including Free Route Airspace and ATC sectors took into account existing or proposed airspace structures designated for activities which require airspace reservation or restriction. To that end only such structures that are in accordance with the application of FUA are included. Such structures were harmonised and made consistent to the largest possible extent across the entire European network; • ATC sector design development was based on the required route or traffic flow alignments within an iterative process that ensured compatibility between routes or flows and sectors; • ATC sectors were designed to enable the construction of sector configurations that satisfy traffic flows and are adaptable and commensurate with variable traffic demand; • agreements on service provision are considered in cases where ATC sectors require, for operational reasons, to be designed across national or functional airspace block borders or FIR boundaries. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 3 06 June 2013 Edition: 1.1
  15. 15. A R N V -2 0 1 3 -2 0 1 5 With respect to airspace utilisation and capacity management, the following principles apply: • airspace structures shall be planned to facilitate flexible and timely airspace use and management with regard to routing options, traffic flows, sector configuration schemes and the configuration of other airspace structures; • airspace structures should accommodate the establishment of additional route options while ensuring their compatibility (capacity considerations and sector design limitations). All principles above were fully considered in the development of the ERNIP Part 2 - ARN Version 2013 - 2015 of the European Route Network Improvement Plan. 1.4. THE AIRSPACE ACTION PLAN The Airspace Action Plan was adopted by the EUROCONTROL PC at its 28th Session, in November 2007. The Airspace Action Plan covers the need for a continued pan-European approach and concrete actions to improve network efficiency and capacity through airspace planning, design and management at network level. This Airspace Action Plan helps in eliminating fragmentation and identifying best options that respond to the recommendations and strategic objectives agreed by the EUROCONTROL Provisional Council (PC) and the high level objectives of the Single European Sky. The Airspace Action Plan contains a direct reference to the development, maintenance and gradual implementation of the AAS Route Network between 2008 - 2015 and to the need of supporting airspace developments in the context of the FAB initiatives, ensuring network connectivity and a continuous cross-fertilisation with the AAS Route Network and successive ARN Versions between 2008 - 2015. In addition to that, the Airspace Action Plan requires the development and implementation of enhanced ASM/FUA processes. The development of ERNIP Part 2 - ARN Version 2013 - 2015 fully responds to these three actions set by the EUROCONTROL Provisional Council in the context of the Airspace Action Plan. 1.5. THE FLIGHT EFFICIENCY PLAN IATA, CANSO and EUROCONTROL worked in a close partnership along with airlines, airports and ANSPs to identify solutions and launch operational actions that lead to fuel and emissions savings. The Flight Efficiency Plan was commonly agreed in September 2008. The Flight Efficiency Plan builds on the accelerated implementation of the measures already approved by the EUROCONTROL Provisional Council, currently put in place by all ATM actors, and included in the Airspace Action Plan, the Airspace Management Improvement Initiative, the Terminal Airspace Improvement Initiative and the Airport Programme. The adoption and the gradual deployment expected. Since its adoption, in September flights would have used the route network permanently available), the route extension 2012. of the Flight Efficiency Plan proved the benefits 2008, in terms of airspace design efficiency (if all without any route restrictions and with all CDRs decreased from 3.52% to 2.91% in the Autumn These achievements came as a result of the implementation of ARN Version-6, ARN Version-7 and ARN Version-8 as well as from the initial steps of ERNIP Part 2 - ARN Version 2013 - 2015. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 4 06 June 2013 Edition: 1.1
  16. 16. A R N V -2 0 1 3 -2 0 1 5 1.6. FUNCTIONAL AIRSPACE BLOCKS INTEGRATION INTO THE ERNIP PART 2 - ARN VERSION 2013 - 2015 Since 2007, as part of an overall network development approach, the RNDSG Secretariat worked in close cooperation with all FAB initiatives to provide support to FAB airspace design. Part of SES II, the establishment of FABs has started several years ahead of the nomination of the Network Manager. The Network Manager started a close cooperation with all the FABs from the start of the development of their Feasibility Studies. This close cooperation enabled the development of a number of harmonised operational projects that have the potential to contribute to future network performance, when implemented. They respond to the requirements set for the FABs, set forth in the Article 9a of the (EC) Reg. No 550/2004. Namely, those requirements are: • enable optimum use of airspace, taking into account air traffic flows; • ensure consistency with the European route network established in accordance with Article 6 of the airspace Regulation; • ensure compatibility between the different airspace configurations, optimising, inter alia, the current flight information regions; • facilitate consistency with Community-wide performance targets. Throughout 2012, and before 04/12/2012, nine FABs have submitted the documentation required for their establishment. The Regulation (EC) No 677/2011, in particular Articles 6, 8 and 10, sets a framework for an alignment of FAB operation plans with the Network Operations Plan by ensuring the compatibility of the FAB - level measures with those adopted, through the cooperative decision making process, at the Network level. The Network Manager has established cooperation with most of the FABs to facilitate harmonised developments, operational interconnectivity between the FABs and within the FABs and at European network level. The NM has included FAB perspective in the operational improvements planning processes even before the due date set for the Member States to implement FABs (December 2012). The NM supported a co-ordinated development and, in some cases, deployment of the FAB improvements. This ensured an overall pan-European network consistency, and a uniform application of ASM/ATFCM procedures, a synchronized implementation of new airspace projects or operational concepts and a cohesive view of the performance improvements in relation to the EU-wide targets. The ERNIP Part 2 - ARN Version 2013 - 2015 includes contributions from a large number of FABs. This consolidated view responds to the Single European Sky requirements for the FABs: to enable optimum use of airspace, taking into account traffic flows and to ensure consistency with the European route network. The FABs, depending on the level of their maturity, have developed inter FAB planning processes to facilitate various improvement projects. So far the FAB planning processes have identified areas for improvements in the context of the ARN Version 2013 - 2015, and these can be summarised as follows: • FAB Europe Central (FAB EC) Present plans, in the context of the network operations, concern the airspace and technical areas. Planned improvements to airspace design: o Introduction of more direct routes through the Night Network project like in France and the City Pairs project; European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 5 06 June 2013 Edition: 1.1
  17. 17. A R N V -2 0 1 3 -2 0 1 5 o o Optimization of hotspots. In this category there are projects like the FAB EC Swap, FAB EC IP LUX, FAB EC CBA22, FEB EC CBA-Land-Central West and FAB EC DVR project; Introduction of the elements of the new FABEC airspace strategy, namely the Free Route Airspace like Free Route Airspace Maastricht UAC & Karlsruhe UAC (FRAMaK), Madrid FIR/ Brest FIR, and enhanced arrival management functions. • Blue Med FAB A catalogue of airspace projects was finalised with the Blue Med FAB containing a large number of airspace design proposals that are within the scope of ARN Version 2013 - 2015. The RNDSG Secretariat provided support in the development of this catalogue and in the assessment of the benefits of the proposals made. A network integration of all the projects scheduled for deployment over the period 2013 - 2015 was ensured through the ARN Version 2013 - 2015. The deployment of the new concept of night direct routes within the Blue Med FAB forms part of the ARN Version 2013 - 2015. • FAB Central Europe (FAB CE) All the projects aimed at being deployed during the period 2013 - 2015 within the geographical area of the FAB CE are now included as FAB CE contributions to the ARN Version 2013 - 2015. Full network consistency was ensured. A proposal on the future evolution of the European night direct routes network in the FABCE airspace is part of ARN Version 2013 - 2015, as well as the implementation of Night Free Route operations in Prague FIR, Free Route Airspace in Wien FIR, Budapest FIR, Zagreb FIR, Sarajevo FIR and Bratislava FIR. • UK-Ireland FAB All the projects aimed at being deployed during the period 2013 - 2015 within the geographical area of the UK-Ireland FAB are now included as FAB contributions to the ARN Version 2013 - 2015. Full network consistency was ensured. Appropriate links were ensured to provide good interconnectivity with similar initiatives in the FABEC or to other adjacent airspace. The current planning involves harmonisation aspects, enhancement of night time operations as well as optimised High Level sectors. • Danube FAB A good cooperation process was established with the Danube FAB on airspace design aspects with the clear understanding that the work with the involved states forms part of the overall European network airspace design process. A catalogue of proposals was developed containing a large number of airspace design proposals covering the short, medium and long term. These proposals took into account the overall European ATS route network evolution but also the implementation of more advanced concepts like Night Free Route in Bucuresti FIR and in Sofia FIR. A complete integration of these projects within the ARN Version 2013 2015 was ensured. The FAB has identified several hotspot areas, which need to be addressed between 2013 and 2015. The areas for improvement fall into three basic categories, airspace design, capacity and airspace management procedures. Airspace management procedures are planned to be improved by harmonizing the application of the FUA concept. The airspace improvements concern also the FAB interface areas with adjacent, non-Danube FAB ANSPs. • North European (NE) FAB A good cooperation process was put in place between the NE FAB and the RNDSG Secretariat for the introduction of the related projects within the ARN Version 2013 - 2015 and for ensuring the overall network consistency. The main aspects addressed were related to a number of airspace structure improvements including the implementation of Free Route Airspace above FL285. Appropriate links were ensured to provide good interconnectivity with similar initiatives to adjacent airspace like Denmark/Sweden FAB. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 6 06 June 2013 Edition: 1.1
  18. 18. A R N V -2 0 1 3 -2 0 1 5 • Denmark/Sweden FAB The main contributions of the Denmark/Sweden FAB to the ARN Version 2013 - 2015 are related to the harmonised deployment of cross-border Free Route Airspace Operations. In addition, network consistency was ensured at the interface with other FABs through the development of a number of interface projects that ensured an overall network consistency. These projects were a result of the overall network coordination process. • Baltic FAB The contributions of the Baltic FAB to the ARN Version 2013 - 2015 are related to the overall development of a new airspace structure for the Polish airspace, as part of the European airspace network developments, and to the development of more efficient connections within the Lithuanian airspace with the overall route network. The deployment of these projects will ensure enhanced capacity and flight efficiency performance in the Baltic FAB, including the ATS delegation from Warszawa ACC to Vilnius ACC. • South West Portugal Spain FAB The airspace design projects related to the South West Portugal Spain FAB contributions to the ARN Version 2013 - 2015 are related to the overall development of new airspace projects within Spain. The implementation of the Free Route Airspace in Portugal, achieved in 2009, will be followed end of 2013 by the implementation of cross-border Free Route Airspace between Lisboa FIR and parts of Madrid FIR, to be extended into Brest FIR by end 2015. The implementation of Free Route Operations within the entire Portuguese airspace completed the overall improvements of the airspace structure in Portugal. Further developments in Portugal could be expected in terms of sectorisation, depending on the evolution of the traffic demand. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 7 06 June 2013 Edition: 1.1
  19. 19. A R N V -2 0 1 3 -2 0 1 5 1.7. BENEFITS OF ERNIP PART 2 - ARN VERSION 2013 - 2015 The ERNIP Part 2 - ARN Version 2013 - 2015 contains, at this stage, 533 (five hundred thirty three) packages of airspace proposals scheduled for implementation for the Summer seasons 2013 - 2015, out of which 146 are implemented by 2nd May 2013. These proposals include more than 1000 route changes, around 40 re-sectorisation plans, about 30 TMA projects, more than 45 Free Route Airspace projects, no less than 10 civil/military airspace developments as well as nearly 80 improvement measures eliminating unnecessary RAD restrictions or improving flight efficiency. They were or will be implemented as follows: 202 proposals for the Summer season 2013; 216 proposals for the Summer season 2014; 115 proposals for the Summer season 2015 and by the end of 2015. As from the full implementation of ERNIP Part 2 - ARN Version 2013 - 2015 in 2015, flying distances would be reduced by approximately 6 million NMs, this representing the equivalent of 36000 tons of fuel saved, or reduced emissions of 120000 tons, or 30 million Euros. As a result of these improvements, the European ATS route network will become approximately 2.65% longer than the great circle distances (from TMA exit to TMA entry points). European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 8 06 June 2013 Edition: 1.1
  20. 20. A R N V -2 0 1 3 -2 0 1 5 2. ARN VERSION 2013 - 2015 BENEFITS 2.1. TOTAL EXPECTED BENEFITS - ERNIP PART 2 - ARN VERSION 2013 - 2015 The implementation of ERNIP Part 2 - ARN Version 2013 - 2015 has the potential to significantly improve flight efficiency if all projects are fully implemented. Between Autumn 2012 - end of 2015, flight efficiency is expected to improve by around 8%. The route extension due to airspace design (if all flights would have used the route network without any route restrictions and with all CDRs permanently available) is expected to decrease from 2.91% in the Autumn 2012 to approximately 2.65% by the end of 2015. The graph below shows the expected evolution of flight efficiency indicators between Autumn 2012 - end 2015 in terms of extension compared to the great circle and net savings. RTE-DES Route Efficiency KPI per AIRAC cycle 2013 2012 2011 2010 2009 2008 1 2007 4,5% Route Extension 4,0% 0,8 3.65% Jan 2008 3,5% 0,9 0,7 3.40% Sept 2009 0,6 3.13% Sept 2010 3,0% 3.05% Sept 2011 0,5 2.95% Sept 2012 0,4 0,3 2,5% 0,2 approx. 2.65% end 2015 0,1 2,0% 713 801 802 803 804 805 806 807 808 809 810 811 812 813 901 902 903 904 905 906 907 908 909 910 911 912 913 1001 1002 1003 1004 1005 1006 1007 1008 1009 1010 1011 1012 1013 1101 1102 1103 1104 1105 1106 1107 1108 1109 1110 1111 1112 1113 1201 1202 1203 1204 1205 1206 1207 1208 1209 1210 1211 1212 1213 1301 1302 0 AIRAC As from the full implementation of ERNIP Part 2 - ARN Version 2013 - 2015 in 2015, flying distances would be reduced by approximately 6 million NMs, this representing the equivalent of 36000 tons of fuel saved, or reduced emissions of 120000 tons, or 30 million Euros. 2.2. CAPACITY ENHANCEMENT BENEFITS OF ERNIP PART 2 - ARN VERSION 2013 - 2015 The ERNIP Part 2 - ARN Version 2013 - 2015 Catalogue contains approximately 40 resectorisation projects in addition to route network solutions that are aiming at reducing the complexity of the airspace structure. Based on fast time simulations of a number of projects, it is expected that the ARN Version 2013 - 2015 would bring an additional 6 - 8% capacity to the European ATM network when fully implemented. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 9 06 June 2013 Edition: 1.1
  21. 21. A R N V -2 0 1 3 -2 0 1 5 Left blank intentionally European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 10 06 June 2013 Edition: 1.1
  22. 22. A R N V -2 0 1 3 -2 0 1 5 3. EUROPEAN ROUTE NETWORK DESIGN FUNCTION, THE AIRSPACE AND FLIGHT EFFICIENCY ACTION PLANS 3.1. EUROPEAN ROUTE NETWORK DESIGN FUNCTION The ERNIP Part 2 - ARN Version 2013 - 2015 responds to the obligations put in accordance with the COMMISSION REGULATION (EU) No 677/2011 of 7th July 2011 (laying down the detailed rules for the implementation of air traffic management (ATM) network functions and amending Regulation (EU) No 691/2010) on the European Route Network Design Function: The production of the European Route Network Improvement Plan; Delivering airspace solutions and interfaces required to interconnectivity between FABs; facilitate operational monitoring and improvement of the overall capacity and environment/flight efficiency performance of the network from an airspace design and utilisation perspective; and supporting the different operational stakeholders within the obligations that are put to them in the development and deployment of the European Route Network Improvement Plan and in deploying relevant actions in accordance with the European ATM Master Plan. 3.2. AIRSPACE ACTION PLAN The development and implementation of the ERNIP Part 2 - ARN Version 2013 - 2015 represent effective means for the implementation of the actions agreed by the EUROCONTROL Provisional Council in the Airspace Action Plan. These actions are: Action 1 o Develop, maintain and gradually implement the AAS Route Network between 2008 2015 Action 3 o Enhance flight efficiency through: i. Examination of reasons and identification of solutions for the top 50 city pairs with the highest total route extension (2007 - 2008) ii. Gradual implementation of the existing 19 flight efficiency scenarios (2008 2009) and identification of potential additional scenarios; iii. Reduction of the number of RAD restrictions by 10% initially for 2008 iv. Identification and implementation of improved airspace solutions for 10 critical TMAs (2008 - 2010) Action 4 o Develop and implement enhanced ASM/FUA processes in line with the DMEAN Conops (2008 - 2011) Action 5 o 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 (2008 - 2015) 3.3. DEPLOYING A LONG TERM VISION While the ARN Versions 6 and 7 represented the first phase of the deployment of the AAS route network, the ERNIP Part 2 - ARN Version 2013 - 2015 brings closer the European route network to the AAS aims and concept of operations. The ERNIP Part 2 - ARN Version 2013 - 2015 includes more plans that were part of the AAS as they are now gradually materialising through the cooperative efforts between network, FABs and ANSPs actions. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 11 06 June 2013 Edition: 1.1
  23. 23. A R N V -2 0 1 3 -2 0 1 5 Projects that were originally contained in the “Catalogue of Long Term Projects” are now part of the ERNIP Part 2 - ARN Version 2013 - 2015. Additional projects are added to this Catalogue resulting from longer term development actions. The “Long Term Catalogue of Projects” will continuously provide an inventory of future projects and will help in identifying the required work for the deployment of these projects and the synchronization between them. The “Catalogue of Long Term Projects” will provide transparency and visibility of the AAS projects inside and outside the RNDSG arena. It will also provide a clear view on the direction of the development of the ATS Route Network in Europe. The “Catalogue of Long Term Projects” will also help in identifying the work required to implement a project and which actions need to be taken (FTS, RTS, ATS delegation, infrastructure upgrades, etc.). Such visibility will be essential to identify the planning actions required, the evaluation of the network performance evolutions, performance forecasts and identification of additional actions in case of performance gaps being identified. 3.4. TOP 50 CITY PAIRS A constant review of the Top 50 most penalised city pairs is performed to continuously identify solutions for improvement. These solutions will not only cover the Top 50 city pairs, but they will serve a much larger amount of flows that would benefit from the improvements foreseen. Some concrete examples of improvements for the Top 50 most penalised city pairs that are included now in the ERNIP Part 2 - ARN Version 2013 - 2015 are depicted below. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 12 06 June 2013 Edition: 1.1
  24. 24. A R N V -2 0 1 3 -2 0 1 5 3.5. ASM SOLUTIONS The ASM solutions are particularly important in the context of the ERNIP Part 2 - ARN Version 2013 - 2015 that will include further solutions for the most penalised city pairs, the further deployment of the European night direct route network, solutions offering to the airspace users several routing options, etc. The ERNIP Part 2 - ARN Version 2013 - 2015 will require also to accommodate both civil and military requirements, the ASM solutions will need therefore to be fully exploited. Below are examples on two city pairs where the flight planned route disperses from the shortest route available. 3.6. SIMPLIFYING THE RAD A number of RAD restrictions have successfully been tackled and clear flight efficiency improvements achieved impacting Belgium, Croatia, France, Greece, Italy,Poland, Serbia, Slovenia, Switzerland and UK with no impact on safety or on capacity. An elimination of further restrictions impacting Bulgaria, Croatia, France, Germany, Italy, Netherlands, Poland, Serbia, Spain, Turkey and UK is planned until 2015. There is a clear need to further review the RAD restrictions with the participation of all the interested parties. Furthermore the Agency provided input to the ANSPs on the inconsistencies identified in regard to the current DCT publication in RAD, Appendix 4 and 5. All the required improvements for many areas will be implemented within the context of ERNIP Part 2 - ARN Version 2013 - 2015. 3.7. IMPROVING TMA STRUCTURES Improved Terminal Airspace design projects were already implemented at Yerevan TMA and Oslo TMA (revised Point Merge System, Phase 1) or will be implemented in the context of the ARN Version 2013 - 2015 at Batumi and Kutaisi TMA, Beograd TMA, Canarias TMA (GCFV/RR), Farris TMA, Kjevik TMA, Larnaca TMA, London TMA, Madrid TMA, Milano TMA, Oslo TMA (revised Point Merge System, Phase 2), Paris TMA Point Merge, Roma TMA, Tbilisi TMA, new TMAs for Tukums-Jurmala airport and several Moroccan airports, Class C implementation for several Norwegian TMAs as well as Stavanger AoR and southern part of Bodo AoR TMAs (SNAP Project). In the time frame of ERNIP Part 2 - ARN Version 2013 - 2015 two new Internatinal airports are planned for Istanbul and Berlin Brandenburg. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 13 06 June 2013 Edition: 1.1
  25. 25. A R N V -2 0 1 3 -2 0 1 5 3.8. FUNCTIONAL AIRSPACE BLOCKS The ERNIP Part 2 - ARN Version 2013 - 2015 effectively supports airspace developments in the context of the FAB initiatives, ensures network connectivity and a continuous cross-fertilisation with the AAS Route Network. In addition it fulfils the requirement to derive successive ARN Versions from the AAS as it represents the snapshot of the AAS that includes all airspace projects to be deployed during the period 2013 - 2015. Many States and ANSPs already included in the ERNIP Part 2 - ARN Version 2013 - 2015 airspace improvements that came as a result of the Functional Airspace Blocks (FAB) initiatives. These airspace improvements have been discussed at network level, consolidated and included in the overall network picture. The ERNIP Part 2 - ARN Version 2013 - 2015 is fulfilling the requirement to ensure that FAB airspace developments are consistent with the European route network. 3.9. THE FLIGHT EFFICIENCY PLAN IATA, CANSO and EUROCONTROL worked in a close partnership along with airlines, airports and ANSPs to identify solutions and launch operational actions that will lead to fuel and emissions savings in the short term to develop a Flight Efficiency Plan that was commonly agreed in September 2008. The Flight Efficiency Plan builds on the accelerated implementation of the measures already approved by the EUROCONTROL Provisional Council, currently put in place by all ATM actors, and included in DMEAN, the Airspace Action Plan, the Airspace Management Improvement Initiative, the Terminal Airspace Improvement Initiative and the Airport Programme. The action points of the Flight Efficiency Plan, relevant for the ERNIP Part 2 - ARN Version 2013 - 2015, are: 1. Enhancing European en-route airspace design through annual improvements of European ATS route network, high priority being given to: o Implementation of a coherent package of annual improvements and of shorter routes; o Improving efficiency for the most penalised city pairs; o Implementation of additional Conditional Routes for main traffic flows; o Supporting initial implementation of free route airspace. 2. Improving airspace utilisation and route network availability through: o Actively support and involve aircraft operators and the computer flight plan service providers in flight plan quality improvements; o Gradually applying route availability restrictions only where and when required; o Improving the utilisation of civil/military airspace structures. 3. Efficient TMA design and utilisation, through: o Implementing advanced navigation capabilities o Implementing Continuous Descent Approaches (CDAs), improved arrival/departure routes, optimised departure profiles, etc. The vast majority of the improvements considered in the context of the ERNIP Part 2 - ARN Version 2013 - 2015 contribute to the deployment of the Flight Efficiency Plan. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 14 06 June 2013 Edition: 1.1
  26. 26. A R N V -2 0 1 3 -2 0 1 5 4. CONCEPT OF OPERATIONS FOR EUROPEAN AIRSPACE DESIGN 4.1. MAIN PRINCIPLES Successful European airspace design is achieved through: o The implementation of an advanced and consolidated concept of operations; o A pan-European view treating the European airspace as a continuum and a strategic vision of the European ATS Route Network, designed following main traffic flows and airspace users preferred routes and profiles with optimised supporting ATC sectors unconstrained by national or FIR boundaries; o Gradual elimination of bottlenecks and reasons for flight inefficiency; o Optimised procedures for an enhanced use of airspace; o A balanced approach between European network, regional and local requirements; o A co-ordinated and integrated partnership approach for the collective benefit of airspace users, Member States, Air Navigation Service Providers, civil and military authorities deployed through a collaborative planning process. The diagram below describes the European Route Network Improvement Plan/ERNIP development. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 15 06 June 2013 Edition: 1.1
  27. 27. A R N V -2 0 1 3 -2 0 1 5 4.2. ERNIP PART 2 - ARN VERSION 2013 - 2015 IMPROVEMENTS HIGHLIGHTS 4.2.1. Introduction The performance targets place more demands on the need to enhance the organisation and use of the European ATM network. Additional capacity will need to be delivered, flight efficiency improved and environmental impact reduced, while maintaining or improving safety of operations. Air traffic diversity is expected to become more complex with the emergence of additional civil and military requirements, which will alter the mix and flight profiles of the airspace users. This will lead to additional diversity in the airspace user requirements The solution for meeting the safety, capacity, flight efficiency/cost effectiveness and environmental requirements is the strategic planning and design of “packages” of ATS routes of the ARN, Free Route operations airspace, Terminal Routes, airspace reservations and ATC sectors, to respond to the requirements of different strategic objectives. These packages are called Airspace Configurations. The solution for meeting the diversity of user requirements is the effective and dynamic management of airspace configurations through a highly flexible and integrated Cooperative Decision Making (CDM) process at network, regional, national and local level management of the pre-designed airspace configurations through a highly flexible and integrated CDM process at network, regional, national and local level. 4.2.2. Basic Concept In both en-route and terminal airspace, an Airspace Configuration refers to the pre-defined and co-ordinated organisation of ATS Routes of the ARN and/or Terminal Routes, Free Route Operations airspace and their associated airspace structures (including temporary airspace reservations, if appropriate) and ATC sectorisation. In the en-route airspace, airspace configurations are to be comprised of pre-defined fixed and flexible routing options or optimised trajectories and optimum ATC sectorisation capable of being dynamically adapted to traffic demand. Airspace configurations will be activated, through a CDM process, depending upon the driving Strategic Objective(s) for a particular geographic area and/or time period. In terminal airspace, airspace configurations are contained primarily within terminal airspace structures. Airspace configurations may be activated depending upon the runway configuration in use at one or more airports and the driving Strategic Objective(s) of a particular time period. The above is based on a coordinated and systematic approach to selecting and changing airspace configurations across the European ATM System. The ARN Version 2013 - 2015 is built on a close co-operation between airspace design, ATFCM and ASM. It supports a close link between airspace design and airspace utilisation. 4.2.3. European Network Consistency The overall European Network Consistency is assured across through the consolidated development of the ERNIP Part 2 - ARN Version 2013 - 2015. Co-ordination and consolidation of airspace design, planning and implementation is achieved through Cooperative Decision Making (CDM) at European network level. The ERNIP Part 2 - ARN Version 2013 - 2015 is based on a European wide collaborative process by which the major traffic flows, combined with major airspace constraints (airports, military areas etc.) are translated into a basic route structure. Built upon agreed planning principles, the resultant structure provides the basis for more detailed development by States and ANSPs at national or regional/FAB level. The scheme will consider the European airspace in its totality, independent of FIR boundaries. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 16 06 June 2013 Edition: 1.1
  28. 28. A R N V -2 0 1 3 -2 0 1 5 4.2.4. Airspace Continuum An airspace continuum was envisaged in the development of the ERNIP Part 2 - ARN Version 2013 - 2015. This means that there is no intended division within en-route airspace or between en-route and terminal airspace. However, the different attributes of en-route and terminal airspace drove specific requirements resulted in changes to various interfaces to improve efficiency. A lateral airspace continuum is ensured through regional airspace configurations in both en-route and Terminal Airspace (e.g. FAB or TAS), where application of various the rules associated with airspace utilisation will be harmonised. A network continuum was ensured through the development of the overall ERNIP Part 2 - ARN Version 2013 - 2015 where all aspects related to lateral and vertical interconnectivity, including interconnectivity within and between regional airspace configurations, were thoroughly addressed. 4.2.5. ARN Version 2013 - 2015 Components ATS routes continue to characterise the airspace for the most part in the context of the ERNIP Part 2 - ARN Version 2013 - 2015, while Free Route Operations will be used in selected airspaces and/or at selected times. The main characteristic of the ATS Routes of the ERNIP Part 2 - ARN Version 2013 - 2015 is to offer more routeing options to the airspace users. These routes will be based on principles of route network design and sectorisation independent from national boundaries, adapted to main traffic flows. An airspace structure built on the basis of an ATS route network and Free Route Operations is capable of being managed more flexibly to permit operators to choose from several strategically designed airspace structures (ATS routes and Free Route operations) of the ERNIP Part 2 - ARN Version 2013 - 2015. Improvements in the strategic design, planning and management of these 2 components will improve the predictability of the route options. This flexibility is based on principles of the Flexible Use of Airspace Concept. The requirements of GAT and OAT are accommodated by integrating these into the strategic ARN developments. ATC sectors of ERNIP Part 2 - ARN Version 2013 - 2015 are adapted to main traffic flows and to an optimum route network and are, when required, independent from national boundaries. More ATC sectors are developed and made available, where required (including vertical divisions), in response to variations in demand and airspace availability. This work was conducted with the full involvement of States and ANSPs as it is their direct responsibility for the final design of ATC sectors supporting the route network structure and Free Route Operations. To improve the design and management of terminal routes and ATC sectorisation servicing several airports in close proximity, the fusion of two or more terminal airspace structures is envisaged where required. This amalgam is described as a Terminal Airspace System (TAS). These TAS could extend across national borders if necessitated by operational requirements. 4.2.6. Airspace Classification Above FL195, ATS Routes, Free Route operations airspace and Terminal Routes will be contained within Class C airspace. At and below FL195, ATS Routes of the ARN as well as Terminal routes will be contained within airspace where, for safety reasons, there is to be a uniform application of the rules associated with the 7 ICAO airspace classes. At or below FL195, where supplemental rules to the 7 ICAO airspace classes are required to respond to operational and safety requirements, additional rules will be created and applied in a safe manner. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 17 06 June 2013 Edition: 1.1
  29. 29. A R N V -2 0 1 3 -2 0 1 5 4.2.7. Airspace Organisation The practical airspace organisation features of ERNIP Part 2 - ARN Version 2013 - 2015 are: • Multi-option route choice: New route segments and Free Route operations airspace were added to the network. These additional airspace structures are compatible with the overall airspace structure. They include 24 hours choices, but also time limited choices (e.g. the European Night Direct Route Network or time-limited application of Free Route operations). In the event of airspace restrictions caused by traffic density and/or ACCs/sector configuration or activation of segregated airspace, suitable alternative options are available. The dynamic capacity/route use will be brought about by collaborative decision-making based on the pre-determined set of routing options. • Modular sectorisation: To the largest possible extent and where required, sectors are established across national borders and in accordance with main traffic flows. They will support the pre-defined airspace structures. Reconfiguration of pre-defined modules of airspace (sector modularity) help to adapt the sector configurations to specific traffic flows. • Efficient Terminal/En-route interface: Efficient structures based on segregated arrival/departure routes extending beyond the Terminal Airspace are part of the ERNIP Part 2 - ARN Version 2013 - 2015. Where incompatibilities arise, priorities were discussed and given depending on operational requirements to the en-route part or to the terminal structure. 4.2.8. Airspace Development Approach The process for developing an airspace structure was based, in most of the cases on the following sequence: • Determine the Route Network or the Free Route Operations Airspace - improvement of the route network or implementation of Free Route Operations airspace took into account the users’ preferred routes and inclusion of direct route segments on the largest possible extent whilst meeting the requirements of the military; • Define the Sector Families - areas containing specific air traffic flows and conflict areas which will consist of strongly interdependent sectors; Define Sectors - definition of the minimum operational elementary volume; Define Sector configurations - a combination of sectors best placed to satisfy the operational requirements (traffic demand, traffic pattern, staff) and airspace availability; Define the Modus Operandi • • • 4.2.8.1. Route Network The objective of ERNIP Part 2 - ARN Version 2013 - 2015 is to provide Aircraft Operators with their preferred trajectories selected from within the route network, whilst ensuring that the capacity and safety targets defined by the sectorisation are met. The ERNIP Part 2 - ARN Version 2013 - 2015 delivers more route choices to the operators when planning a flight. This involves improved access to the existing route network and the creation of new routes, including predefined direct routes available subject to time limitations or ASM conditions. The Route Network design criteria took into account the need to create additional routes that did not exist in the previous network as they caused capacity problems at certain times. The ERNIP Part 2 - ARN Version 2013 - 2015 introduced these new routes and made them available for use under specific pre-defined conditions that are made known to all airspace users. As a result, the most direct of the routes choices could be planned at certain times. In other cases, choices will need to be made by the airspace users between the shortest route but with capacity constraints, a slightly longer route will be made European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 18 06 June 2013 Edition: 1.1
  30. 30. A R N V -2 0 1 3 -2 0 1 5 available with no capacity constraints, but involving ASM solutions, or a longer route available with no airspace constraint. The airspace users will, at a pre-determined time, make the decision on the choice of route based on up to date data on the sector constraint and segregated airspace availability. The creation of pre-defined direct routes subject to ASM conditions, should provide benefit to the military users as well as it will be possible to better respond to their requirements when the preferred route is available. This in turn lead to the implementation of a larger number of CDRs 1 or 2. 4.2.8.2. Free Route Operations The ERNIP Part 2 - ARN Version 2013 - 2015 provides an enabling framework for the harmonised implementation of Free Route Operations in Europe. It is based on the Free Route Concept of Operations developed in the context of the ARN Version-7 and included in ERNIP Part 1. 4.2.8.3. Sectorisation The development of ERNIP Part 2 - ARN Version 2013 - 2015 took into account the need to gradually implement Sector Families of interdependent sectors that can be clustered into logical Family Groups. In all the development projects aspects related to areas of weak and strong interaction were considered through the utilisation of the supporting airspace design tools. The criteria for determining Sector Families, Family Groups and elementary sectors were based on: • an optimised route network, integrating direct routes, Free Route Operations, multiple route options, associated alternatives and military operational requirements; • efficient connectivity with terminal airspace; • design of elementary sectors with strong/complex interaction that necessitate close co-ordination between controllers; • traffic density, conflict density and repartition, traffic profiles, nature of traffic (climbing/descending), crossing flows, close crossing points, etc. • operational considerations for lateral and vertical delineation; • determining variable sizes of sectors with small/specialised low level sectors, deep medium sectors (for evolving traffic) and wider upper sectors; • usage of modular techniques; • time of flying within a sector family; • several combinations of flexible sectors configuration were defined, depending on traffic flows; • enabling sufficient distance for conflict resolution in all routeing options; • maintaining route options, on the largest possible extent within the same sector family; • iterative process for sectorisation considering route network modifications to enable the best possible sectorisation. • the identification of zones of lesser complexity; European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 19 06 June 2013 Edition: 1.1
  31. 31. A R N V -2 0 1 3 -2 0 1 5 4.2.8.4. Modus Operandi The Modus Operandi of the ERNIP Part 2 - ARN Version 2013 - 2015 includes: • The availability, in terms of time and FL, of route segments (including the direct route segments) or Free Route Operations airspace in line with the constraints imposed by segregated airspace or by the need to better balance capacity and demand; • The links between-route network, Free Route Operations airspace and sectorisation including conditions for availability of certain route segments or Free Route Operations and their dependence on the configuration of ATC sectors to match traffic demand; • Routing scenarios - including all pre-planned alternate routeings to compensate for the temporary unavailability of a certain airspace structures; • Structural constraints - notified constraints, such as, the activation of segregated airspace, sector capacity restrictions, specialised routes for specific traffic flows, profile constraints to skip sectors in a given configuration and modifying capacity depending on the sector configuration; • Recommended practices - proposals derived from operational experience including the process for selecting sector configurations. 4.2.9. Operating the ERNIP Part 2 - ARN Version 2013 - 015 The rationale for the ERNIP Part 2 - ARN Version 2013 - 2015 was to ensure that the ATS route network, the Free Route Operations airspace and the ATC sector planning allow for an improved balance between: • freedom for GAT to choose between-route options, and select their preferred one; • offering greater flexibility for OAT users through more efficient allocation of airspace; • capacity management - relying on fine tuning of route adaptation to optimise the use of available capacity where limitations of capacity occurs. Local and Regional/FAB documentation was or will be amended to include the updated rules and procedures. Amongst these are: • National AIPs; • National ATC Regulations; • LoAs; • National ATM Military Documents; • Airspace Management Handbook; • IFPS Users Manual; • ATFM Users Manual. No change was made to the route description. However, specific description and usage was implemented to facilitate flight planning for the usage of direct segments within Free Route Operations airspace. Flight planning procedures were further improved to take into account the flexibility of route selection offered by the ERNIP Part 2 - ARN Version 2013 - 2015. Further initiatives are under way to facilitate improved flight planning and route selection. Airspace users should expect more flexibility in the FPL handling based on planned IFPS system enhancements to allow for the dynamic choice of route and/or re-routeing process. The ERNIP Part 2 - ARN Version 2013 - 2015 supports the usage of DCT in the FPL within a consolidated concept and approach. It is expected that operations within the ERNIP Part 2 - ARN Version 2013 - 2015 will be facilitated through the deployment of the ADR that will ensure gradually an automated distribution of airspace availability information in order to provide all interested parties with a clear and accurate picture of the airspace structure situation. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 20 06 June 2013 Edition: 1.1
  32. 32. A R N V -2 0 1 3 -2 0 1 5 The ERNIP Part 2 - ARN Version 2013 - 2015 enables a more flexible ATFCM system and will ensure the gradual move towards the creation of a system responsive to capacity management. The addition of an optimisation process able to provide routeing alternatives to solve capacity and flight efficiency constraints, while maintaining the balance with the airspace user costs, will enhance the current method of managing airspace capacity. 4.2.10. Military Operations The ERNIP Part 2 - ARN Version 2013 - 2015 recognises and supports the responsibilities and requirements of Military airspace users. In order that all airspace users gain benefit from ERNIP Part 2 - ARN Version 2013 - 2015, military airspace planners were part of the planning process. An organised collection of military airspace requirements is one of the specific elements that the ERNIP Part 2 - ARN Version 2013 - 2015 took into consideration. Through the solutions proposed in ERNIP Part 2 - ARN Version 2013 - 2015, the military should be able to have: • freedom to operate in all weather conditions in all areas of the European airspace; • special handling in particular for priority flights and for time-critical missions, but also for military aircraft not fully equipped to the civil standard; • the possibility of operating uncontrolled VFR flights; • temporary airspace reservations (TSAs), situated as close as practicable to the appropriate operating airfield; • airspace restrictions for non flight-related activities; • a more dynamic airspace allocation system with enhanced FUA application. The ERNIP Part 2 - ARN Version 2013 - 2015 supports these requirements through greater flexibility in airspace use, the efficient allocation of segregated airspace and associated re-routeing of GAT users. With a route network and sectorisation that adapts to the variation in traffic flows there scope for better application of the Flexible Use of Airspace. 4.2.11. Airspace Management (ASM) Solutions • General Principles The identification and development of the ASM Solutions is a part of the ASM Improvements Initiative. The ASM solutions form an integral part of the ERNIP Part 2 - ARN Version 2013 - 2015. They include: • Reviewing the different application of CDR categories at the different stages; • Addressing the potential incompatibility of different CDR categories on segments of the same route with the stakeholders concerned; • Reviewing and improving the design of CDRs in combination with modular TRA/TSA design; • Improving the definition of ASM Solutions to be used at ASM level 2 and 3. The main objective of the ASM Solutions development is to identify hidden airspace capacity or flight efficiency directly related to the area of Airspace Management, i.e. civil-military requirement to use the same portion of airspace at the same time. This activity is aimed at improving the existing practices in order to overcome the capacity constraints and provide efficient flight operations of both, civil and military airspace users. It aims at identifying such airspace use scenarios, which will bring benefits to both - civil and military categories of airspace users. It will provide for a credible balance in meeting the requirements of all the partners in airspace use and its management. To deliver extra capacity and flight efficiency, the current ASM processes and procedures related to a particular TRA/TSA are reconsidered, both in their design and associated airspace planning and allocation processes and procedures. The enhanced ASM processes will consider various European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 21 06 June 2013 Edition: 1.1
  33. 33. A R N V -2 0 1 3 -2 0 1 5 levels of flexibility, either in time or in spatial location (vertical or horizontal), that are permissible by the planned civil or military flight operations. The civil aircraft operators are to achieve more efficient, less costly and delay-free operations in some portions of airspace that today restrict meeting the demand, using different CDR options that are co-located to each sub-modular configuration of a particular temporary reserved or restricted airspace portion. The military might need to request an enlarged airspace volume to meet the requirements of specific missions. To respond to this request a set of well planned airspace scenarios that are adapted to different mission requirements concerning the airspace size (lateral and vertical) and timing will be available, thus eliminating any requirement for airspace overbooking. Air Navigation Service Providers participation in collaborative decision making on implementation of a particular scenario related to the specific TRA/TSA, will ensure that their needs of sectors’ capacity to accommodate the traffic demand are properly addressed. The final objective of the ASM Solutions development is to identify concrete and consistent solutions for each identified hot-spot, i.e. an interactive civil-military solution. Next step is to extend the activity at the sub-regional level by coordinating interaction between adjacent local options. The process of final ASM Solutions development is expected to be carried out by the civil and military partners responsible for a particular TSA/TRA. At the second stage the coordination is planned to be extended to all those concerned by the interaction in defining and deciding upon different scenarios, resulting in the most suitable subregional ASM Scenario. Last but not least, with this optimised local and sub-regional network response, the task of Network Operations should be focused on the global network solutions that can lead, by judicious selection, to less ATFCM measures. • ASM Solutions Methodology The traffic samples to be used in initial scoping and identification of the potential hot-spots, but equally later in developing concrete ASM Scenario(s) will be based on the historical traffic data. The data on TRA/TSA booking will be derived from AUP/UUP/e-AMI information available and their occupation from various sources like CIAM and PRISMIL, or from national ASM tools. • Future Data Collection and Planning The objective of this particular activity is to continually collect information and data on planned introduction and/or change in ASM-related airspace structures and arrangements, i.e. TRAs, TSAs, CBAs, manageability of D and R areas, cross-border airspace sharing arrangements. The information and data collected will enable the assessment and coordination of any planned introduction or change in collaborative manner, enabling consistent solutions planned among neighbouring States, but also at subregional (FABs) and, last but not least, at the European Regional level, thus enhancing the European Network performance. This approach was already agreed and put in place between the parties concerned. • Identification of areas of interest Identification of Hot-Spots that have a potential for capacity and/or flight efficiency improvements through an interactive civil-military solution will be constantly pursued in order to make use of the options made available through the ERNIP Part 2 - ARN Version 2013 2015. For the purpose of initial scoping and identification of potential benefits the closest to the optimum ATS route traffic sample available will be considered as the reference, i.e. the least constrained by military activity or other events. It will then be put against the traffic sample of the most intense day of civil and military activity. Aircraft Operators that may benefit from the ASM/ATFCM scenarios will be involved at an early stage, to ensure that benefits are realistic and ensure AO utilisation of the scenarios. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 22 06 June 2013 Edition: 1.1
  34. 34. A R N V -2 0 1 3 -2 0 1 5 Once the selected Hot-Spots are identified, the potential benefits will be scoped for different potential solutions based on variation and combination of different parameters: • Vertical A number of vertical configurations will be examined to identify any potential in dynamical managing of a TSA/TRA concerned. The main principle will be to assess if a vertical move of the military activity will contribute to the airspace capacity in particular area. • Lateral Similarly to vertical, a number of lateral configurations, based on current and possible future airspace more sub-modular design will be investigated. It will be based on the larger airspace allocated (as appropriate) through activating different set of sub-modules that are sufficient to accommodate military requirements. Through this assessment it will be confirmed that there is a potential to differently organise airspace planning and allocation in a particular TSA/TRA. • Time-related Possibility to increase the airspace capacity by accommodating both military and civil demand as close as possible to the planned use of airspace will be investigated. • Conditional Routes More conditional routes in a particular TSA/TRA will be simulated as a function of different lateral TSA/TRA configurations to increase capacity and to accommodate military and civil requirements at the same time. The main principle will be that, except when the military requirement is to use the whole TSA/TRA, different sub-module scenarios could accommodate both - military activity planned and the civil traffic demand to pass through the TSA/TRA concerned. The main principle being that there is theoretically at least one CDR along the main traffic flow and within a particular TSA/TRA that can accommodate civil traffic. Following the steps described above a comprehensive initial impact assessment will be performed per each identified Hot-Spot candidate. This assessment is to facilitate the decision that the Hot-Spot identified qualifies to be proposed to potential partners for further work on future ASM Solutions in the particular TSA/TRA. 4.2.12. Network Enablers The main enablers for the efficient implementation of the ERNIP Part 2 - ARN Version 2013 - 2015 are: • System Support - Enhancement for the purposes of flight planning and ATFCM; • Procedures - Enhanced procedures where necessary for operations within Free Route airspace and at its interfaces; • Adaptations to airspace structures; • Adaptations to airspace management procedures. There are no additional equipment requirements identified for aircraft operators. Nevertheless, modifications to the flight planning systems might be required to ensure that full benefit of the Free Route operations is achieved. 4.2.13. Impact on Adjacent Areas The ERNIP Part 2 - ARN Version 2013 - 2015 addresses the interfaces with adjacent areas so that they remain coherent and compatible. Liaison with adjacent States was constantly made at the relevant ICAO groups where the work underway within the RNDSG is presented through working and information papers. Similarly, States, ANSPs and the ICAO secretariat are presenting updates to the RNDSG on the airspace evolutions at the interfaces. This good cooperation at the interfaces of the European airspace is ensuring a consistent airspace structure based on the continuum principle. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 23 06 June 2013 Edition: 1.1
  35. 35. A R N V -2 0 1 3 -2 0 1 5 Left blank intentionally European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 24 06 June 2013 Edition: 1.1
  36. 36. A R N V -2 0 1 3 -2 0 1 5 5. A NETWORK COOPERATIVE DECISION MAKING PROCESS The Network Cooperative Decision Making Process for the ERNIP Part 2 is described in the Network CDM Processes document approved by the Network Management Board. High level Process description 1. Preparation • Input from NSP, previous NOP, NM Annual Report; • Input from all operational stakeholders and ICAO; • (D)NM to prepare ERNIP proposals; • All operational stakeholders to agree on ERNIP proposals; • NetOps substructure to review proposals; • (D)NM to prepare draft ERNIP. 2. Consultation • • Network DOP, for any unresolved issues (if required); NETOPS to agree on draft ERNIP. 3. Approval • NETOPS and goes to ICAO for inclusion in ICAO European Air Navigation Plan. The CDM for ERND has been developed in consultation with the NETOPS Team and its subgroups. ERND Process In the execution of the European Route Network Design Function, the Network Manager has to develop, through a cooperative decision making process, the European Route Network Improvement Plan. The European Route Network Improvement Plan will be part of the Network Operations Plan. The Part 2 of the ERNIP will be updated on an annual basis. The following calendar and CDM process was and will be followed by the Network Manager in close cooperation with the operational stakeholders for every update: • October 20xx - initial draft for the Part 2 of the ERNIP - ARN Version xx; • January 20xx+1 - distribution of the draft ERNIP Part 2 to RNDSG; • February 20xx+1 - discussion on the draft ERNIP Part 2 at RNDSG and NETOPS; • March/April 20xx+1 - comments received and incorporated in the ERNIP Part 2 and new versions distributed to RNDSG and NETOPS; • March 20xx+1 - progress report presented to NMB; • April 20xx+1 - agreement on final versions for ERNIP Part 2 by RNDSG; • May 20xx+1 - seek approval by NETOPS for ERNIP Part 2; • May 20xx+1 - seek approval by N-DOP for ERNIP Part 2; • June 20xx+1 - seek approval by NMB of ERNIP Part 2. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 25 06 June 2013 Edition: 1.1
  37. 37. A R N V -2 0 1 3 -2 0 1 5 The Route Network Development Sub-Group (RNDSG) is the co-ordination forum for European rolling airspace design and development, planning and implementation of improved European ATS route network, optimised civil and military airspace structures and ATC sectors. The members of the RNDSG work in a partnership approach and are civil and military experts in airspace design from EUROCONTROL, States, ANSPs, Functional Airspace Blocks, airspace users international organisations, flight planner organisations and other relevant international organisations. Its work is supplemented by other activities which, depending on their nature or complexity, may be either under the auspices of the RNDSG or independent, but bringing their results into the overall network picture through RNDSG processes. Examples are: o Sub-Regional RNDSG Meetings; o Regional co-ordination meetings between States; o Working groups proposing various solutions for specific problem areas; o Special projects (FABs, national re-organisation projects, sub-regional agreements, etc.). Appropriate links are ensured with the Airspace Management Sub-Group to cover civil-military related aspects and with other specific ATFCM groups. The consolidation of the entire development process was ensured through the Network Operations Team. This cooperative planning process responds to the emerging requirements on the setting of cooperative planning and decision making processes on the development of the European route network. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 26 06 June 2013 Edition: 1.1
  38. 38. A R N V -2 0 1 3 -2 0 1 5 5.1. A NETWORK ORIENTATED APPROACH The Network Orientated Approach takes an European-wide view and is based upon the need to enhance the overall European ATM capacity and flight efficiency. The process progresses from broad proposals towards specific solutions via a number of steps. Step 1: Identify current and foreseen problems. The planning work highlights the capacity and flight efficiency problem areas and their causes in the airspace structure. Step 2: Build generally improved airspace structure proposals (both route segments and ATC sectors) to accommodate major traffic flows and balance ATC workload. Step 3: Within this defined framework, detailed proposals of airspace structure are elaborated with their “modus operandi”, consolidated and validated through regional expert groups. The result of local studies feeds back into the initial proposals in a dialectical and iterative process. Step 4: A phased implementation programme is agreed and carried out. NETWORK ORIENTED APPROACH REQUIREMENTS DESIGN TRAFFIC FLOW DEFINITION MILITARY REQUIREMENTS ATS ROUTE NETWORK DESIGN CONNECTIVITY TO TMA Adaptations of the route network ATC SECTOR DESIGN ATC SECTOR CONFIGURATION ROUTE NETWORK AVAILABILITY AIRSPACE RESERVATION MANAGEMENT ‘MODUS OPERANDI’ (Airspace Structure Utilisation) OPTIMAL USE OF ROUTES AND SECTORS European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 27 06 June 2013 Edition: 1.1
  39. 39. A R N V -2 0 1 3 -2 0 1 5 5.2. AIRSPACE UTILISATION AND MANAGEMENT The full potential of the ATS Route Network structure and supporting ATC Sectors is often hindered by the restrictions that are imposed after the routes are implemented. In order to ensure that these airspace structures are used to their full potential, the way in which they are used should be an integral contributor to the rolling airspace design process. The ERNIP Part 2 - ARN Version 2013 - 2015 offers a greater number of possible options for its use with ATS Route and ATC Sector combinations facilitating a balanced approach to capacity and flight efficiency. These options were taken into account in the airspace design planning stages. Nevertheless, in order to exploit their full potential, development of appropriate Flight Data Processing Systems, enhanced ATFCM processes, the charging scheme and an enhanced ASM Concept of Operation will need to be applied. By bringing airspace design and airspace management closer together it will enhance the effectiveness of the overall ATM system. The target should be a structure that allows airspace users to fly their preferred routes and profiles, ANSPs to select the most efficient airspace organisation and ATFCM services to manage overall capacity at its optimum. 5.3. MILITARY REQUIREMENTS To enable the military forces to carry out many of their tasks, airspace of appropriate size and convenient location needs to be readily available. New tasks and scenarios and a more varied operational repertoire are likely to require fewer but larger airspace training areas with more intensive activity at all flight levels. Airspace design processes should take into full account the need to conduct military operations and exercises ideally in close vicinity to the respective airbases. Similar to the development of multiple route options within the ATS Route Network, there is also an equivalent military requirement to develop and implement a set of pre-defined multiple airspace options for temporary use, based on close and flexible co-ordination of the use of the airspace. Nevertheless, military operations and training needs have to be safeguarded to ensure unimpaired, safe and efficient performance. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 28 06 June 2013 Edition: 1.1
  40. 40. A R N V 2 0 1 3 -2 0 1 5 6. TRAFFIC DEMAND EVOLUTION AND ASSESSMENT 6.1. GENERAL This section will assess the traffic demand changes between the start of implementation of ARN Version-6 and the start of implementation of ERNIP Part 2 - ARN Version 2013 - 2015. Significant changes of the traffic patterns could be noted between 2008 and 2011 as a result of the economic downturn. The most impacted areas are located in the Western Europe, while traffic in Southern and South Eastern Europe continued to increase. 6.2. TRAFFIC DEMAND VARIATION - COMPARISON 2008/2011 The assessment was made for a busy week in 2012 (18 - 24 June 2012) during which lower level of delays were recorded. Comparing the variation in traffic demand between 2008 and 2012 (See map below), it can be seen that Europe recorded a traffic decrease in the Western part of Europe and a continued traffic growth in the Southern and South Eastern part of Europe. Figure 1: Traffic demand variation 2012 vs 2008 Traffic Demand Variation 2012 vs 2008 4 Weekdays of Traffic Week 25 2008<>2012 Decr Incr Cell size is 20nm x 20nm > 100 Ac/day 60 to 100 Ac/day 40 to 60 Ac/day 20 to 40 Ac/day 10 to 20 Ac/day 10 to 20 Ac/day 20 to 40 Ac/day 40 to 60 Ac/day > 60 Ac/day European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 29 06 June 2013 Edition: 1.1
  41. 41. A R N V -2 0 1 3 -2 0 1 5 6.3. WEEK AND WEEK-END DISTRIBUTION The assessment was made for a busy week in 2012 (18 - 24 June 2012). The European traffic distribution is similar, with the major part of the traffic concentrated in the core area whether it is week-days (Figure 2) or weekend (Figure 3). However the comparison between both (Figure 4) reveals a significant difference between Northern Europe and the Southern/Eastern European, as well as the Southern part of the UK and the Western part of France. Figure 2: Week-days traffic density (4 days in June 2012) Traffic Density for all Flights One Week of Traffic 18-24/06/2012 Cell size is 20nm x 20nm > 400 Ac/day 300 to 400 Ac/day 200 to 300 Ac/day 100 to 200 Ac/day 50 to 100 Ac/day 25 to 50 Ac/day Figure 3: Week-end traffic density (4 week-end days in June 2012) Traffic Density for all Flights WeekEnd traffic (Sat-Sun) 4 days in June 2012 Cell size is 20nm x 20nm > 400 Ac/day 300 to 400 Ac/day 200 to 300 Ac/day 100 to 200 Ac/day 50 to 100 Ac/day 25 to 50 Ac/day European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 30 06 June 2013 Edition: 1.1
  42. 42. A R N V -2 0 1 3 -2 0 1 5 Figure 4: Comparison Week/Week-end traffic Density in June 2012 Traffic Density Comparison Week <> Weekend 8 Days of Traffic WE <> Week in June 2012 Cell size is 20nm x 20nm WE Week The map above indicates the following: o Areas where the traffic density is greater during the week are depicted in light to dark blue; o Areas where the traffic density is greater during the weekends are depicted in green to red; o More loaded during week days: - UK, Germany, France, Norway, Sweden, Denmark; - Barcelona - Madrid axis; - Rome - Milan axis; o More loaded during weekends: - The “South West Axis”, the “South East Axis”, Mediterranean area. European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 31 06 June 2013 Edition: 1.1
  43. 43. A R N V -2 0 1 3 -2 0 1 5 6.4. DISTRIBUTION AND EVOLUTION - SHORT HAUL AND MEDIUM/LONG HAUL The assessment was made for the period 1 July 2007 - 30 June 2008 and 1 July 2011 - 30 June 2012. The short-haul traffic pattern (distances up to 400 NM - Figure 5 below) shows a global decrease of domestic and business traffic for short-haul flights. Compared to 2007/2008, a higher density of traffic is noted in Turkey and Southern Italy. Figure 5: Short-Haul Flights (<400 NM) Traffic Density Comparison for Short-Haul Flights 365 Days of Traffic Jul to Jun 11/12 <> 07/08 Decr Incr Cell size is 10nm x 10nm > 50 Ac/day 25 to 50 Ac/day 10 to 25 Ac/day 5 to 10 Ac/day 0 to 5 Ac/day 0 to 5 Ac/day 5 to 10 Ac/day > 10 Ac/day The medium to long-haul traffic pattern (flight distances over 400 NM - Figure 6 below) shows that the traffic continued to increase on the South East Axis, Centrall Europe, Italy, Turkey and the Mediterranean area. Figure 6: Medium-Haul Flights (>400 NM) Traffic Density Comparison for Other Flights (> 400nM) 365 Days of Traffic Jul to Jun 11/12 <> 07/08 Decr Incr Cell size is 10nm x 10nm > 50 Ac/day 25 to 50 Ac/day 10 to 25 Ac/day 5 to 10 Ac/day 0 to 5 Ac/day 0 to 5 Ac/day 5 to 10 Ac/day > 10 Ac/day European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 32 06 June 2013 Edition: 1.1
  44. 44. A R N V -2 0 1 3 -2 0 1 5 6.5. VERTICAL DISTRIBUTION (EVOLVING AND CRUISING TRAFFIC) The assessment of the traffic was made for a busy Friday (17 June 2011). The concentration of climbing/descending traffic (see Figure 7 below) is high in the areas where many of the busiest European airports are closely located and around other busy airports. The areas of evolving traffic are expanding indicating a continuous increase of traffic complexity across Europe. Figure 7: Areas of High Density Evolving Traffic Number of Cruising Flights Traffic of 22 June 2012 Cell size is 20nm x 20nm > 300 Ac/day 200 to 300 Ac/day 100 to 200 Ac/day 50 to 100 Ac/day 25 to 50 Ac/day 10 to 25 Ac/day The distribution of Cruising Traffic (see Figure 8 below) is more evenly distributed and increases are noted on the South East - North West axis. Figure 8: Areas of High Density Cruising Traffic Number of Evolving Flights Traffic of 22 June 2012 Cell size is 20nm x 20nm > 300 Ac/day 200 to 300 Ac/day 100 to 200 Ac/day 50 to 100 Ac/day 25 to 50 Ac/day 10 to 25 Ac/day European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 33 06 June 2013 Edition: 1.1
  45. 45. A R N V -2 0 1 3 -2 0 1 5 6.6. FLIGHT LEVEL DISTRIBUTION With the implementation of RVSM combined with the performance of new generation aircraft, the vertical distribution of traffic has moved significantly (FL360/FL400 instead of FL330/FL360). An increase of traffic at FL230 and FL240 could also be noted. Figure 9: Flight Level Distribution in EUROPE 2008 / 2012 Week 25 - June 2008 Week 25 - June 2012 Flight Level Distribution in ECAC 14 Percentage (%) 12 10 8 6 4 2 46 0 44 0 42 0 40 0 38 0 36 0 34 0 32 0 30 0 28 0 26 0 24 0 22 0 20 0 18 0 16 0 14 0 12 0 10 0 0 Flight Levels 6.7. AIRPORT TRAFFIC INCREASE The assessment was made for the period 1 July 2007 - 30 June 2008 and 1 July 2011 - 30 June 2012. The map below indicates that with the exception of airports in Turkey, Belgium, Romania, the Mediterranean area, Russian Federation, Latvia, North Africa and some low cost operators airports, all the other airports in Europe recorded a significant traffic decrease, the largest was accounted to the UK. Figure 10: Traffic Increase/Decrease for the 200 Busiest European Airports 200 Busiest Airports – Change in Number of Movements from 2012 to 2008 Increase Decrease European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 34 06 June 2013 Edition: 1.1
  46. 46. A R N V -2 0 1 3 -2 0 1 5 6.8. TOP 50 AIRPORTS The table below indicates the Top 50 European airports in terms of movements for the period July 2010 - June 2011. AP PARIS CH DE GAULLE FRANKFURT MAIN LONDON/HEATHROW SCHIPHOL AMSTERDAM MUENCHEN 2 MADRID BARAJAS ISTANBUL-ATATURK ROME FIUMICINO BARCELONA ZURICH WIEN SCHWECHAT COPENHAGEN KASTRUP LONDON/GATWICK OSLO/GARDERMOEN PARIS ORLY BRUSSELS NATIONAL DUESSELDORF STOCKHOLM-ARLANDA HELSINKI-VANTAA MILANO MALPENSA GENEVE COINTRIN PALMA DE MALLORCA MANCHESTER TEGEL-BERLIN ATHINAI E. VENIZELOS DUBLIN ANTALYA HAMBURG LONDON/STANSTED LISBOA WARSZAWA/OKECIE NICE PRAHA RUZYNE KOELN-BONN MOSKVA/SHEREMETYEVO STUTTGART LYON SATOLAS MILANO LINATE ISTANBUL/SABIHA EDINBURGH LAS PALMAS KIEV - BORISPOL MARSEILLE PROVENCE MALAGA FERIHEGY-BUDAPEST MOSKVA/DOMODEDOVO BERGEN/FLESLAND LONDON/LUTON TOULOUSE BLAGNAC BIRMINGHAM AD (07/11 - 06/12) 507,245 486,688 480,230 435,522 403,169 402,641 332,875 319,363 295,899 265,924 263,593 250,061 248,145 232,351 231,006 223,272 219,704 212,845 181,890 181,520 177,964 175,901 168,883 165,368 160,030 158,813 157,222 147,464 143,566 143,501 143,231 140,062 138,627 125,992 125,385 123,013 119,963 118,807 116,227 111,470 106,758 105,523 105,332 103,713 99,245 98,813 98,136 98,062 93,660 90,399 % Tot 2.57% 2.46% 2.43% 2.20% 2.04% 2.04% 1.68% 1.62% 1.50% 1.34% 1.33% 1.26% 1.26% 1.18% 1.17% 1.13% 1.11% 1.08% 0.92% 0.92% 0.90% 0.89% 0.85% 0.84% 0.81% 0.80% 0.80% 0.75% 0.73% 0.73% 0.72% 0.71% 0.70% 0.64% 0.63% 0.62% 0.61% 0.60% 0.59% 0.56% 0.54% 0.53% 0.53% 0.52% 0.50% 0.50% 0.50% 0.50% 0.47% 0.46% European Route Network Improvement Plan - Part 2 - ARN Version 2013 - 2015 - Catalogue of Projects 35 06 June 2013 Edition: 1.1

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