Regulatory Aspects of New Innovative Business Model by F. Schubert
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Regulatory Aspects of New Innovative Business Model by F. Schubert Presentation Transcript

  • 1. New Business Models for ANS Infrastructures Regulatory approach Alias Conference Francis Schubert 15 June 20121
  • 2. The need for new business models› Comprehensive regulatory framework established for SES› However, progress still unconvincingly slow. The main reasons for this are:  No commonly-agreed business model to support the future provision of FABEC air navigation services, in order to generate consolidation effects.  Process of establishing meaningful Functional Airspace Blocks (FABs) is being slowed by questions of governance and organisation.2
  • 3. The Virtual Center model› A virtual centre is a group of air traffic services units operating from different locations which use fully standardised methods of operation, procedures and equipment in such a manner that they are perceived as a single system from an airspace user’s perspective.3
  • 4. The Virtual Center Model The Common Controller Cockpit – the enabler for standardized services - open system for European certified "plug ins" The Standardised Interface The information Cloud – the data service provisioning page 44
  • 5. The Virtual Center model› Model inspired by:  the development of aircraft cockpits  the concept of cloud computing.› Cockpits present similar interface and common functions throughout a particular aircraft family, and regardless of the aircraft’s operator.› Cockpit equipment and functionalities are highly standardised, however, the technical equipment downstream from the cockpit may be based on very different systems provided by a wide range of potential suppliers.› The concept is not new; but the time has come to extend it to air navigation services.5
  • 6. Common Controller Cockpit concept› The “common controller cockpit” concept:  Breaks away from conventional integrated and monolithic air traffic management system thinking.  Assumes that the part of the system which is of common strategic importance to ANSPs is the controller’s workstation or human/machine interface.  Fully standardises controller’s workstation and its functionalities to permit common working processes throughout Europe.  Recognises the specificity of certain working environments but permits a broad selection of European-certified “plug-in” applications to perform particular functions:  Certain approach control operations,  Services in complex airspace,  Safety and forecasting tools  Etc.6
  • 7. The Information Cloud› Provides ANSPs with a way to procure information services instead of technical equipment (e.g. FDP).› Such data services can delivered either  by multiple industry providers; or  as an intermediate step, by ANSPs.› ANSPs will also be free to  purchase a full radar data processing system to connect to its workstations; or  to purchase flight data directly from another ANSP or a commercial data supplier.› The provision of the technical equipment downstream from the controller’s workstation need no longer form a part of the system owned or operated by an individual ANSP. 7
  • 8. The common standardised interface› It will be critical to standardise the interfaces between the common controller cockpit and the systems providing and receiving required and processed data.› The concept of such standards forms one of the three key pillars of a successful deployment of the next generation of technology, alongside the pillars of ‘technology’ and of ‘harmonised operational procedures’.8
  • 9. Benefits› Reduction of ANSPs’ dependency on a small number of technical suppliers and consequently lower costs.› Opens data processing and supply activities up to competition.› Individual ANSPs no longer compelled to purchase a fully-fledged system of their own, but able to:  acquire a service from a competitive supplier; or  share equipment with another provider› Reduction of investment costs and overall costs of providing the services.9
  • 10. Benefits› Allow ANSPs to close down certain facilities at times of low traffic (e.g. at night).› Offers an attractive option in terms of contingency facilities› Airspace sectors can be more flexibly assigned among the centre’s units, depending on the resources available at any given time.› Will allow multiple ANSPs to pool resources in the longer term, in particular within FABs.› Reduce the cost of complexity of the European Air Traffic Management system by supporting common operational procedures.› Facilitates controller mobility, by making it easier for a controller to adapt to another facility:  Social acceptablity10
  • 11. Conclusions:The need for an harmonised regulatory approach› Virtual centre business models underlying principles must be rapidly incorporated into the European regulatory framework.  Regulatory approach can (and must) remain light and focused  Transition period of no longer than 15-20 years  relevant regulations must be harmonised across Europe.› The regulatory foundation should take the form of:  an EC implementing rule establishing:  a requirement to standardise the HMI functions and interfaces with the controller workstations (to permit equipment downstream to be replaced by information services.)  Standardised interface.› Support via European funding:  Support early adopters  Incentives for RP2.11