Presentation on theme: "Status report on progress with ACARE SRIA Ad de Graaff NEARS February 1, 2012."— Presentation transcript:
Status report on progress with ACARE SRIA Ad de Graaff NEARS February 1, 2012
Expectation The SRIA will be the guidance for future RTD and associated actions in air transport and aviation. The SRIA is not a document to lobby for EU funding. The SRIA should be a guide for national and EU research and technology. The SRIA should be so exiting that it cannot be ignored. Should make step changes visible.
Staring point The starting point is the Flightpath 2050 document and the vision/ goals identified ( the Bible). Other sub goals can be identified if need be. The SRIA will follow the methodology of the SRA1. It will not go into elaborate scenario analysis as was done in SRA2 and other documents: a steady state growth is expected (decided by WG1)
ACARE Organisation: FP 2050 Establish a strategic advisory body for research and innovation for aeronautics, air transport, regulatory and institutional enablers along a model similar to ACARE – Achieve full participation of airline, airport and other operational aviation areas – Provide recommendations to guide the way towards achieving the vision – Develop a new strategic roadmap for aviation research, development and innovation ( both evolutionary and revolutionary changes) – Bring together all aeronautics and air transport stakeholders, Member states and the European Commission – Create appropriate mechanisms to connect to other transport platforms and relevant technology sectors ( like energy)
Observation ACARE restarted ( no non-stakeholder expertise allowed in anymore) Set up of 5 WG´s Each working group is delivering an own input: Misinterpretation of request Lack of guidance by Steering group and NEARS Too dominant role of the EU Commission ?( It is not a Commission document: The Commission is not a stakeholder)
SRIA : a demand driven approach Vision Challenges Goals Enablers clustered Solutions Metrics / Achievements Concepts & Technologies Flightpath 2050 Methodology Why How With what When What capability ambition
Possible chapters in the SRIA vol 1 Preface/ Introduction/ A guide to the SRIA The future of transport The challenge to protect the environment The future of aviation The challenge of safety and security The future of research and technology development The future of education and training Funding
1. The future of (AIR)transport Deals with – Understanding transport as a system of systems – Intermodality: air transport an essential and well connected element ; Use of social media – Deals with passenger and freight air transport in the future: A client centric system – Focus on airports ( as nodal points and availability) – Focus on ATM in the future ( delay free)
Relevant goals in FP 2050 Serving societys needs – Meeting societal and market needs for affordable, sustainable, reliable, seamless connectivity for passengers and freight – Supporting the integration and cohesion of the European Union, its neighbours and partners
Meeting societal and market needs Citizens to make informed mobility choices, affordable access through economy, speed and tailored levels of service. 90% of the travellers complete their journey door to door within 4 hours Flights arrive within 1 minute of planned arrival time Resilient transport system against disruptive events through automatic and dynamic reconfiguration of the journey ATM to handle at least 25 million flights a year of all kinds of flying vehicles Coherent and interconnected ground infrastructure for airports, vertiports and heliports
Observation WG 1 well underway but metrics still to be decided. Novelty is still lacking Focus on intermodality, airports of the future and future ATM ( beyond SESAR) needed Traditional thinking about airports and ATM No attention to air cargo: totally missing Airport security to be handled by WG 4. Resilience to be handled by WG4.
2. The challenge to protect the environment ( Noise, emissions, recycling) Serving societys needs – Protecting the environment, use sustainable and alternative energy sources
Protecting the environment and energy supply 75% reduction of CO2 emissions per RPK, 90% reduction of NOx emissions and 65% reduction of perceived noise compared to the year 2000 Taxi movements are emission fee Air vehicles are designed and manufactured to be recyclable Establish a CoE on sustainable alternative fuels, including aviation Europe is at the forefront of atmospheric research ( understand the impact of aviation on global Warming),and takes the lead in the formulation of a prioritized environmental action plan and the establishment of global environmental standards
Observations WG 3 is addressing the issues and has added an extra issue: Innovative business, legislation and taxation. There seems to be little progress and no solutions, metrics identified. Very much driven from a research point of view, not strategic. No need for scenario analysis. Targets should be clear and consistent with IATA. Lots of inputs for WG5
3.The future of aviation Deals with ensuring a healthy aviation industry in spite of increased competition by creating innovative products These products should cover the whole range of flying vehicles from large transport aircraft, rotorcraft, UAS, business aviation, air taxi, personal air transport, innovative cargo planes etc. Should address the MRO sector as well.
Relevant goals in FP 2050 Maintaining global leadership – Providing the best products and services – Ensure competitiveness of industry supported by a strong research network and a balanced regulatory framework – Maximising the aviation sectors economic contribution and creating value Serving societys needs – Addressing non-transport aerial applications
Maintaining and extending industrial leadership The aviation industry has a share of more than 40% f the world market ( airliners, GA, airports, ATM, MRO, non transport applications like SAR, Manned and UAS) Maintain leading edge design, manufacturing and system integration Decreased development cost through a streamlined system of engineering, design, manufacturing, certification and upgrades
Observation WG 2 is too much focused on institutional issues, not on future product characteristics, which is an input to Vol2. Most of the WG 2 work will flow into WG 4 and 5. Hardly anything else addressed. No indication of the solutions envisaged. Very weak. WG3 needs inputs from WG1 ( airports). Has something on future engines but not mature. In all: very disappointing till now.
4.The challenge of safety and security Deals with ensuring a safer aviation world and secure aviation/ air transport Has a large correlation to WG 1 ( operations and airports) as well as WG 2: product development Should also address reduction of incidents and survivability issues
Goals in FP 2050 Serving societys needs – Ensuring safety and security
Ensuring safety and security Less than one accident per 10 million flights Reduce the number of accidents by 80% for specific operations like SAR Risks from weather and other hazards are mitigated Manned and unmanned air vehicles to operate in the same airspace through fully interoperable and networked systems Efficient boarding and security checks with minimum impact on pax and cargo Air vehicles are resilient to on-board and external threat Fully secured global high bandwidth data network, hardened and protected for cyber attacks 50% reduction of certification ( use of simulation) New generation of standards
Observation WG 4 made good progress Needs more inputs from WG 2 Too many solutions: need to reduced, with clear relation to FP 2050 goals Need WG1 contact for airport security Non air transport operations need attention
5. The future research and technology development Deals with ensuring the right and sufficient RTD is available via clusters. WG5 needs inputs from WG1, 2 and 3. Deals both with knowledge and infrastructures. Vol1 should focus on the institutional issues: Vol2 on the content For Vol 2 the ACARE taxonomy needs to be upgraded
Goals in FP 2050 Maintaining global leadership – Ensure competitiveness of industry supported by a strong research network and a balanced regulatory framework – Attracting the best people and talents Serving societys needs – Meeting societal and market needs for affordable, sustainable, reliable, seamless connectivity for passengers and freight
Prioritizing research, testing, capabilities and education Research and innovation strategies are jointly defined by all stakeholders and implemented in a coordinated way ( roadmaps) A network of multi-disciplinary technology clusters based on collaboration between industry, universities and research institutes Strategic flagship projects and programmes covering the whole innovation process from basic research to full scale demonstration Strategic European test, simulation and development facilities are maintained and developed.
Observation WG 5 seeking inputs from other WGs New initiatives identified Clustering not evident WG 5 has a roadmap ( may still be too conservative) Good progress
6.The future of education and training Deals with education and training for the total aviation system. Not only at university level. Focus till now seems on university education New is the stimulation via awards
FP 2050 goals Serving societys needs – Providing highly qualified and skilled jobs
Prioritizing research, testing, capabilities and education Students are attracted to careers in aviation Courses at universities match the market demand Lifelong and continuous education in aviation is the norm
Observation Good progress made Metrics seem very conservative Non university education still missing International dimension?
Funding Should indicate the level of RTD funding needed Should also look into the PPP funding issue WG 2 has addressed the issue up to now for the manufacturing side Need Member States input as well Money for implementation?? ( See SESAR: 40 billion)
Funding Co-ordination of objectives for RTD projects at private, European, national and regional level Innovative European funding, instruments and means ( governance, roadmap based, long term goals, improved administration) Short time to market from research to commercialisation Create a global level playing field ( combined public and private funding of 200 billion over 40 years for R&D) Coordinated oversight of research for aeronautics, ATM, alternative fuels
Observation WG 2 has given funding attention No centralized approach yet Indication on mechanisms and funding needed for Vol1 already needed Task of Steering group?? Combine funding issue with need to refresh SRIA every 4 years
My main concern Current activities of WGs seem to focus on mechanisms that public authorities should co-fund. A very bureaucratic approach. ( Just give me the money and you will hear from me) The SRIA should have an impact because it provides a picture of a future air traffic system and an aviation activity that will be exiting and challenging thanks to step changes. It should be a technical reference as well as a policy document. ( currently no reference base line seems to be agreed upon, which makes it difficult to measure progress. And what do we mean by 2035 and 2050: TRL 6 or implementation??)
Conclusion Work in progress Too little top down approach: too much bottom up resulting in overlaps and missing some essentials Lack of a products vision and focusing on instruments and funding makes the SRIA not exiting and even counter productive Propose a meeting of NEARS with each WG
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