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

2. 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.

3. 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 

4. 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

5. 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 !

6. 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.

7. 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

8. 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.

9. 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.

10. 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.

11. 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 ( )
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 ( )
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 ( ) 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.

12. SESAR Single European Sky Deployment
Full interoperability capability
EASA ATM extension
EASA airport extension
FAB assessment
SES
Review
EASA crew/operat extension
NSAs
>
Definition
Development
Deployment
Early deployment
SJU setup
SJU
Close down
ATM Master plan
Mid term review
End development
SESAR

13. 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

14. 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

15. 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.

16. 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

17. 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

18. SESAR Joint Undertaking
An initiative of the European Commission
Established by a EU Council Regulation adopted on
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

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

20. 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

21. 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