The Single European Sky ATM Research (SESAR) initiative to achieve increased ATM System performance Timothy Fenoulhet Head of Office European Commission, Montreal

Air transport is an important element of European growth 220 billion € to European GDP (~2%) -Employs over 3 million people -70 new airlines since creation of the Single Market Developing air transport capacity and infrastructure is essential to European economy The european skies are becoming larger Air transport is an important element of European growth; it contributes to the European gross domestic product for about 220 billion €, and employs over 3 million people.

Europe facing development challenges Air Traffic in Europe will more than double within the next 20 years  Over 17 million flights per year 2020  2010 12.5 million 2006  Projections of the development of air traffic in Europe show that it should more than double in the next 20 years and even triple in certain regions like central Europe. Over 17 million flights are estimated in 2020. The present system is reaching its limits in handling this increase in traffic. As capacity reaches its limits delays become unavoidable and cause problems not only for passengers but also for airlines, who have difficulties in sustaining the resulting costs as well as for airports. Furthermore, it is proven that the cost of the European ATC system is proportional to the increase in traffic: considering that the current cost in Europe is about 7 billion Euro /year, under the present ATM model this cost is likely to rise to 14 to 18 billion in 2020. Safety is also an issue linked to the growth of air traffic. Although flying is one of the safest travel modes, if traffic grows as foreseen, there is a greater risk of accidents due to failures of ATM systems. 2005 10.5 million 

Europe facing development challenges Air Traffic Control is operated like 20 years ago Basic technologies are obsolete European airspace cannot be further divided The current Air Traffic Management systems, based on technologies dating from the 1950s, cannot sustain expected traffic growth, nor demanding standards in terms of security, safety and environmental impact. Even if the global performance of the system has improved there has been little change in the equipment and the traffic growth has not been accompanied by a substantial modernisation of he system. The techniques and the systems in use are reaching their limits. They date back from the 70’s and in some case from the 50’s (radio communications, nav aids) and they are not designed to make full use of new technologies (satellite navigation) There is very little automation in ATM leaving controllers with a heavy burden of mentally anticipating all traffic patterns. Traffic increases were dealt with by reducing the size of sectors, but sectors cannot be further reduced

An ATM reform is needed ! Traffic growth in Europe cannot be sustained without a substantial technological leap Technology is not the only challenge: decision making is also a key issue It is clear, and all stakeholders of the sector agree, that in order to meet the challenges of air traffic growth, a technological reform characterised by a real Technological leap is necessary. But this is not sufficient: decision making is also problematic in our field, and it is therefore essential An ATM reform is needed !

ATM Institutional reform Single European Sky  ATM Institutional reform The Single Sky Legislation reforms the organisation of air navigation service provision Separation of regulatory activities from service provision (National Supervisory Authorities, Air navigation service providers) Organisation of cross-border functional airspace blocks Common standards for service provision (certification, Charging schemes) Interoperability Establishes bodies which manage implementation (SSC, ICB), involving all stakeholders (staff, military,…) Implementing powers to the Commission The European Union has undertaken to remedy the situation through the Single European Sky initiative which establishes a new institutional and organisational framework for ATM in Europe The principle elements of the SES are : Separation of regulatory activities from service provision Establishes bodies which manage the implementation of the SES, namely the SSC and the Industry consultation Body and requires member States to establish national supervisory authorities independent from ANSP Organisation of cross boarder FAB Consists in the reorganisation of the European airspace on the basis of operational traffic flows rather than on national borders Setting up of common rules and standards in order to ensure interoperability of systems and procedures throught the European ATM network Confers extensive implementing powers to the Commission through comitology procedure involving the Single Sky Committee.

SES AR  Technological & industrial complement ATM Technological reform Technological & industrial complement to the Single Sky Legislation in order to fully implement the SES, it must have an industrial and technological dimension as well. SESAR is the technological and industrial component of the SES. This programme aims at developing a new generation of ATM systems in Europe, which can in turn serve as a model for the world. It will develop the technologies, methods of organisation and the industrial components which can ensure the safety and efficiency of air transport over the next 30 years. SESAR will be able to use the regulatory instruments and new working methods introduced by the SES to implement the technological advances it will develop. Technological advances developed by SESAR will be implemented through EU law

One programme for Europe One vision to be shared with the world shared by all the players in the air transport sector Combines resources and efforts – avoiding fragmentation Addresses environmental issues One vision to be shared with the world a solution to European issues with a global perspective Open to international partnership A key factor of this project is that it has generated an unprecedented mobilisation of all the players in the ATM sector including institutional bodies (Eurocontrol, civil aviation authorities and military), operational entities (Air navigation service providers, airports, atc personnel representatives) and the private sector (airlines and manufacturers). SESAR will combine public and private resources under a single project in order to avoid fragmentation of R&D activities making optimal use of knowledge and investments in the sector. On the other hand air transport is by definition international. Therefore, for economic, technical and above all safety reasons, global interoperability is ncessary. SESAR will seek cooperation agreements with third countries who will also be invited to participated in the programme.

Objectives A consistent, focussed and user-driven project. Ambitious but realistic objectives for the European ATM infrastructure: Triple capacity Reduce by 50% ATM costs Increase safety by a factor of 10 10% reduction of environmental impact per flight A European programme with worldwide reach One the key benefits of SESAR is that it is conceived to be a consistent project focussed on the needs identified by the principal stakeholders for the development of the new systems It has ambitious but realistic objectives Tripling capacity Cutting ATM costs by half But SESAR also addresses needs and concerns of society namely in terms of safety and environmental impact. In fact, it aims to increase ATM safety level by 10 and reduce air traffic environmental impact by 10% thanks to the implementation of new technologies and new systems. The cooperation agreement signed by the Commission and the FAA at the Farnborough airshow will not only make it possible to put in place the mechanisms for coordinating the two programmes but also includes a reciprocity clause that will allow European industry to participate in the American programme and American industry to participate in SESAR.

Rationalise efforts into a consistent and ambitious Develop and implement the best performing technologies and operations that will sustain European air transport growth Rationalise efforts into a consistent and ambitious Continental work programme Provide consistency between R&D and implementation, through EU Legislation.

3 phases Definition Development Deployment 2004 2008 2013-16 2020 > Define the different technological steps, programme priorities and operational implementation plans. Develop new equipments, systems or standards, through defined and coherent R&D activities; SESAR is a 3 phase programme The definition phase (2004-2007) will establish the detailed content of the programme in terms of technology, components, organisation, costs and planning. It will establish the European ATM master Plan. The development phase (2007-2013) will produce the new generation systems and components as defined in the definition phase. For this phase the Commission has proposed the creation of a joint undertaking, based on the GALILEO model, who’s mission is to federate public and private funds (Community, Eurocontrol, industry and third countries) and guarantee a single management structure for the project associating all the major actors involved. The deployment phase (2013-2020) will seek to build the new infrastructure and deploy it on a wide scale both in Europe and in partner countries. This will be carried out under the responsibility of the industry without further public funding. Deploy the new system through a large scale production and implementation of the new ATM infrastructure.

SESAR Single European Sky Deployment Full interoperability capability EASA ATM extension EASA airport extension FAB assessment SES Review EASA crew/operat extension NSAs 2004 2005 2006 2007 2008 2009 2010 2011 2013 2016 2020 > Definition Development Deployment Early deployment SJU setup SJU Close down ATM Master plan Mid term review End development SESAR

Definition phase SESAR is currently in the Work is performed by a consortium of over 30 companies and Eurocontrol Consortium is led by Aircraft Operators Project directorate headed by Airbus Assembles wide stakeholders’ expertise With international participation The total cost of € 60 million is equally shared by the Community, under the Trans-European Network programme (€ 30 million) and Eurocontrol (the European Organisation for the Safety of Air Navigation). A major contract was signed in 2005 with a consortium of more than 30 companies. Work will be carried out by this consortium which includes all industrial actors, namely: manufacturers of both systems and aircrafts, airlines, airports and air navigation service providers. An effort of ~200 persons full-time for 2 years

European ATM Master plan Definition phase Total cost = 60 million € co-funded by EC and Eurocontrol The definition phase will produce the European ATM Master plan

The definition phase will produce the European ATM Master plan The ATM Master Plan will provide the schedule and work programme for the development & implementation of new technologies, functions or organisations needed in all regions of Europe.

European ATM Master plan It is defined by the principle players of the air transport sector It shall be endorsed by the Council and Parliament of the EU It applies and is consistent with ICAO guidelines, in particular the: Global ATM Operational Concept Global Performance Manual It will be an input into evolutions of the Global Air Navigation Plan

This phase will be managed by the SESAR Joint Undertaking Development phase This phase will develop and validate equipments, systems & standards, which will ensure a convergence towards a fully interoperable ATM system This phase will be managed by the SESAR Joint Undertaking The project will combine the long term investment capacity of public authorities with the technological innovation of Industry. Therefore the managing structure will have to be able to receive and manage public and private funds. The Treaty of the European Community under its Article 171, foresees an appropriate instrument that responds to these needs: The Joint undertaking. The JU is a flexible and reactive structure having a legal personality recognised in all Member States The JU guarantees that the project will be managed by a single entity and that it will be coherent with the SES Legislation. 2 founding members Opened to other private and public entities also from third Countries

SESAR Joint Undertaking An initiative of the European Commission Established by a EU Council Regulation adopted on 27.02.2007 Allows to combine public and private resources Full involvement of stakeholders Single management of R&D Coherence of the project Political control by Community The project will combine the long term investment capacity of public authorities with the technological innovation of Industry. Therefore the managing structure will have to be able to receive and manage public and private funds. The Treaty of the European Community under its Article 171, foresees an appropriate instrument that responds to these needs: The Joint undertaking. The JU is a flexible and reactive structure having a legal personality recognised in all Member States The JU guarantees that the project will be managed by a single entity and that it will be coherent with the SES Legislation. 2 founding members Opened to other private and public entities also from third Countries

SESAR Joint Undertaking Single management entity Consistency and cost effectiveness Performance-oriented management No ATM R&D will be funded outside of SESAR

International cooperation JU Membership is open to public & private entities from Non EU Countries which have concluded at least one agreement with the European Community in the field of air transport EC and FAA signed a Memorandum of Understanding organising coordination of SESAR and NEXTGEN Standardisation through ad hoc bodies (CEN/CENELEC/ETSI, EUROCAE, …) EASA will become increasingly involved Coordination at ICAO level

Conclusions SESAR is an ambitious project for developing the new European ATM system Capacity x 3 Reduce by 50% ATM costs Increase safety x10 Reduce environmental impact per flight by 10% The SESAR Joint Undertaking will manage the development phase SESAR is conceived as an open programme Public-private partnership International participation SESAR will be coordinated at an international level International members International agreements ICAO