European Route Network Improvement Plan

Transcription

1 Network Manager nominated by the European Commission European Route Network Improvement Plan PART 2 European ATS Route Network - Version European Network Operations Plan Edition May 2015

2 European Route Network Improvement Plan - Part 2 - ATS Route Network ARN Version Catalogue of Airspace Projects Edition Number : 1.0 Edition Date : Status : Released Issue Intended for : General Public

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4 ARN V DOCUMENT CHARACTERISTICS TITLE European Route Network Improvement Plan ARN Version Catalogue of Airspace Projects Publications Reference: Document Identifier Edition Number: 1.0 Edition Date: Abstract This document contains the ATS Route Network ARN Version 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 ERNIP Part 2 - ARN Version provides a consolidated picture of the European airspace structure aimed to deliver a safe and operationally efficient operation of air traffic. It responds to the operational performance targets set for the European ATM network for both RP1 and RP2. It facilitates 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 Network Manager Route Network Route Network Plan Efficiency Plan Airspace Design Airspace Utilisation Airspace Functional Blocks Sectors Traffic flow Authors NMD/NOM/OPL Contact Person(s) Tel Division Razvan Bucuroiu NMD / NOM / OPL STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via Working Draft General Public Intranet Draft Operational Stakeholders Extranet Issue Restricted Audience Internet ( Released Issue Printed and electronic copies of the document can be obtained from the Publications Infocentre (see page iv) iii 29 May 2015 Edition: 1.0

5 ARN V DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document. EDITION NUMBER EDITION DATE REASON FOR CHANGE PAGES AFFECTED Issue RNDSG/85 for agreement Released Issue NETOPS/85 for approval Final Version NMB/10 for approval All Chapter 1.8 Chapter 3.2, Chapter 7.1, Annex B, Annex C, Annex D Chapter 1.8 Chapter 3.5 Annex D Publications Headquarters 96 Rue de la Fusée B-1130 BRUSSELS Tel: +32 (0) Fax: +32 (0) publications@eurocontrol.int iv 29 May 2015 Edition: 1.0

6 ARN V 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 OBJECTIVE, SCOPE AND TIMEFRAME DEMANDING PERFORMANCE TARGETS PERFORMANCE SCHEME - SECOND REFERENCE PERIOD (RP2) EUROPEAN ROUTE NETWORK IMPROVEMENT PLAN - PRINCIPLES THE AIRSPACE ACTION PLAN THE FLIGHT EFFICIENCY PLAN PREPARATION OF THE ERNIP Part 2 - ARN VERSION FUNCTIONAL AIRSPACE BLOCKS INTEGRATION INTO THE ERNIP Part 2 - ARN VERSION FAB Performance Plans and their Relation to the European Route Network Improvement Plan Functional Airspace Blocks/ FABs Main Projects and Performance Evaluations BENEFITS OF ERNIP Part 2 - ARN VERSION ARN VERSION BENEFITS TOTAL EXPECTED BENEFITS - ERNIP Part 2 - ARN VERSION CAPACITY ENHANCEMENT BENEFITS OF ERNIP Part 2 - ARN VERSION EUROPEAN ROUTE NETWORK DESIGN FUNCTION AND FLIGHT EFFICIENCY ACTION PLANS EUROPEAN ROUTE NETWORK DESIGN FUNCTION FREE ROUTE AIRSPACE ASM Solutions SIMPLIFYING THE RAD IMPROVING TMA STRUCTURES THE FLIGHT EFFICIENCY PLAN THE NETWORK MANAGER FLIGHT EFFICIENCY INITIATIVE CONCEPT OF OPERATIONS FOR EUROPEAN AIRSPACE DESIGN MAIN PRINCIPLES ERNIP Part 2 - ARN VERSION IMPROVEMENTS HIGHLIGHTS Introduction Basic Concept European Network Consistency Airspace Continuum ARN Version Components Airspace Classification Airspace Organisation Airspace Development Approach Operating the ERNIP Part 2 - ARN Version v 29 May 2015 Edition: 1.0

7 ARN V Military Operations Airspace Management (ASM) Solutions Network Enablers Impact on Adjacent Areas A NETWORK COOPERATIVE DECISION MAKING PROCESS A NETWORK ORIENTATED APPROACH AIRSPACE UTILISATION AND MANAGEMENT MILITARY REQUIREMENTS TRAFFIC DEMAND EVOLUTION AND ASSESSMENT GENERAL TRAFFIC DEMAND VARIATION - COMPARISON 2008/ WEEK AND WEEK-END DISTRIBUTION DISTRIBUTION AND EVOLUTION - SHORT HAUL AND MEDIUM/LONG HAUL VERTICAL DISTRIBUTION (EVOLVING AND CRUISING TRAFFIC) FLIGHT LEVEL DISTRIBUTION AIRPORT TRAFFIC INCREASE TOP 50 AIRPORTS BUSIEST CITY PAIRS AIRSPACE USERS AIRCRAFT TYPES MAIN PROJECTS INCLUDED IN ERNIP PART 2 - ARN VERSION FREE ROUTE AIRSPACE ANNEXES Annex A. Reference Documents Annex B. Acronyms and Abbreviations Annex C. Summary of ERNIP PART 2 - ARN VERSION Proposals Annex D. List of ERNIP PART 2 - ARN VERSION Proposals vi 29 May 2015 Edition: 1.0

8 ARN V 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 Network Strategy Plan. In response to the same COMMISSION REGULATION (EU) and the Provisional Council Airspace Action Plan, the objective of the ERNIP Part 2 - ARN Version 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. The ERNIP Part 2 - ARN Version also responds to the COMMISSION REGULATION (EU) No 390/2013 of 3 May 2013 (laying down a performance scheme for air navigation services and network functions). It provides a network consolidated picture of network and local/fab projects and the evaluation of their expected performance in response to the European network performance targets and local environment reference values. As a result of those evaluations it can be derived that the performance targets of the 2 nd Reference Period of the Single European Sky Performance Scheme (RP2) will not be met unless the proposed NM measures will be implemented. The ERNIP Part 2 - ARN Version will ensure the implementation, in cooperation with the ANSPs and the FABs, of the Airspace Vision agreed by the Network Management Board: a comprehensive cross-border implementation of Free Route Airspace, at least at and above FL310, in the European airspace; an optimised route structure below FL310 ensuring efficient connectivity in/out terminal airspace; a simplification of the RAD; a harmonisation of the airspace publications; more efficient Flexible Use of Airspace procedures and the associated system support to enable a better utilisation of the civil/military airspace structures; a closer cooperation between the Network Manager, the airspace users and the computer flight plan service providers aimed at ensuring a better utilisation of the available airspace structures. The ERNIP Part 2 - ARN Version : achieves an European Route Network for the safe and efficient operation of air traffic, taking due account of the environmental impact; keeps operational consistency of the European airspace organisation; consolidates into a network approach the Functional Airspace Blocks developments, the wide implementation of airspace projects from Free Route Airspace to TMA developments; facilitates 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. As from the full implementation of ERNIP Part 2 - ARN Version in 2019, flying distances would be reduced by 20 to 25 million NMs, this representing the equivalent of to tons of fuel saved, or reduced emissions of to tons, or 100 to 125 million Euros. vii 29 May 2015 Edition: 1.0

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10 ARN V ORGANISATION AND CONTENTS This document is identified as European Route Network Improvement Plan - ARN Version 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 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 2013/2014. Chapter 7 Provides a description of the ARN Version layers. Annexes Annex A Annex B Annex C Annex D Reference Documents Acronyms and Abbreviations Summary of ARN Version Proposals List of ARN Version Proposals ix 29 May 2015 Edition: 1.0

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12 ARN V 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 Provisional Council Airspace Action Plan, the objective of the ERNIP Part 2 - ARN Version 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. In response to the COMMISSION REGULATION (EU) No 390/2013 of 3 May 2013 (laying down a performance scheme for air navigation services and network functions) the Network Manager shall support the Commission by providing relevant input for the preparation of Union-wide performance targets before the reference periods and for monitoring the achievement of the performance targets during the reference period. This regulation requires that, the Network Manager shall support functional airspace blocks and their air navigation service providers in reaching their performance targets during reference periods by ensuring consistency between performance plans, the Network Strategy Plan and the Network Operations Plan. In that respect, a close cooperation and synchronisation was ensured between the Network Manager and all the FABs in the preparation of their Performance Plans, of the Network Strategy Plan, of the Network Operations Plan and the ERNIP - Part 2 - ARN Version The ERNIP Part 2 - ARN Version will contribute to the achievement of the performance targets of the 2 nd Reference Period of the Single European Sky Performance Scheme (RP2). The ERNIP Part 2 - ARN Version will ensure the implementation, in cooperation with the ANSPs and the FABs, of the Airspace Vision agreed by the Network Management Board that includes: a comprehensive cross-border implementation of Free Route Airspace, at least at and above FL310, in the European airspace; an optimised route structure below FL310 ensuring efficient connectivity in/out terminal airspace; a simplification of the RAD; a harmonisation of the airspace publications; more efficient Flexible Use of Airspace procedures and the associated system support to enable a better utilisation of the civil/military airspace structures; a closer cooperation between the Network Manager, the airspace users and the computer flight plan service providers aimed at ensuring a better utilisation of the available airspace structures. The ERNIP Part 2 - ARN Version : achieves an European Route Network for the safe and efficient operation of air traffic, taking due account of the environmental impact; keeps operational consistency of the European airspace organisation; consolidates into a network approach the Functional Airspace Blocks developments, the wide implementation of airspace projects from Free Route Airspace to TMA developments; facilitates 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 May 2015 Edition: 1.0

13 ARN V The ERNIP Part 2 - ARN Version combines airspace design projects developed in a cooperative manner between the Network Manager and its operational stakeholders aimed for implementation over the period Autumn end of The full development phase including the validation covers the period from Summer 2012 until Summer The implementation started in Autumn 2014 and continues in stages until the end of Further updates will be brought through subsequent versions of the ERNIP Part 2. The ERNIP Part 2 - ARN Version includes details on: Implementation of Free Route Airspace projects; ATS route network developments; Re-sectorisation actions; Actions aimed at simplifying the usage of the ATS route network; Civil/military airspace structures; Deployment of the night route network. The ERNIP Part 2 - ARN Version is derived from the following sources: Proposals covering a cohesive development of the European Airspace Structure; Solutions developed inside various FAB initiatives; Proposals originating at national or sub-regional level; Aircraft operators proposals. The European Route Network Improvement Plan - Part 2 - ARN Version covers a similar geographical area like the Network Operations Plan: EU member States (Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, United Kingdom). member States that are not EU members (Albania, Armenia, Bosnia and Herzegovina, Georgia, Moldova, Montenegro, Norway, Serbia, Switzerland, The Former Yugoslav Republic of Macedonia, Turkey, Ukraine). In addition, the European Route Network Improvement Plan ensures full coherency of the airspace structure at the interface areas, covering many of the States that have an interface with those mentioned above. These include, amongst other States, Azerbaijan, Belarus, Egypt, Iceland, Israel, Jordan, Kazakhstan, Lebanon, Lybia, Morocco, Russian Federation and Tunisia. The latest situation of the European route network structure is available and updated at each AIRAC cycle through the publication of Regional Charts that could be found at the following link: DEMANDING PERFORMANCE TARGETS PERFORMANCE SCHEME - SECOND REFERENCE PERIOD (RP2) In response to the COMMISSION REGULATION (EU) No 390/2013 of 3 May 2013 (laying down a performance scheme for air navigation services and network functions), a new set of Key Performance Indicators and associated targets have been set for the 2 nd Reference Period (RP2). It includes two important key performance areas and associated indicators, related to the operational performance of the European ATM network for the period May 2015 Edition: 1.0

14 ARN V Environment o average horizontal en-route flight efficiency of the actual trajectory, defined as follows: - the indicator is the comparison between the length of the en-route part of the actual trajectory derived from surveillance data and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the European airspace; - en-route refers to the distance flown outside a circle of 40 NM around the airports; - where a flight departs from or arrives at a place outside the European airspace, only the part inside the European airspace is considered; This KPI is applicable at both network and Functional Airspace Block level. o average horizontal en-route flight efficiency of the last filed flight plan trajectory, defined as follows: - the difference between the length of the en-route part of the last filed flight plan trajectory and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the European airspace; - en-route refers to the distance flown outside a circle of 40 NM around the airports; - where a flight departs from or arrives at a place outside the European airspace, only the part inside the European airspace is considered; This KPI is only applicable at network level. Capacity o minutes of en-route ATFM delay per flight, calculated for the full year and including all IFR flights within European airspace and all ATFM delay causes, excluding exceptional events. For the second performance Reference Period starting on 1 st January 2015 and ending on 31 st December 2019, the European Union-wide performance targets will be as follows: Environment target: Actual trajectory (KEA) - an average of 2.6% route extension by 2019, decreasing from 3.17% in 2012 (based on PRB measurements) Last filed flight plan trajectory (KEP) - an average of 4.1% route extension by 2019, decreasing from 5.15% in 2012 (based on PRB measurements) Capacity target: average en route Air Traffic Flow Management (ATFM) delay of 0.5 minutes per flight for each year of the second Reference Period. The ERNIP Part 2 - ARN Version also responds to the targets included in the Network Performance Plan (NPP) as described below: o o Route extension - airspace design Targets: o achieve an improvement of the DES indicator by 0.57 percentage points between the baseline year of 2012 and 2019 Route extension - last filed flight plan 3 29 May 2015 Edition: 1.0

15 ARN V o o o Targets: o This is a European-wide indicator in RP2 and the NM target for RP2 is to achieve 4.1% value for KEP indicator by 2019 for the entire SES area and 3.82% for the NM area, fully consistent with the EU-wide target, i.e. a reduction by 1.05 pp (percentage points) between the baseline year of 2012 and 2019 Route extension - actual trajectory Targets: o The NM target for RP2 is to achieve 2.6% value for KEA indicator by 2019 for both the SES and NM areas, fully consistent with the EU-wide target NM direct contributions to flight efficiency savings o Increase the CDR1/2 usage o The NM objectives is that these FE direct savings will amount to 10% ( ) and 5% ( ) of the savings required to achieve the annual 0.15 pp reduction (or alternatively 5% of the actual KEP reduction) each year NM objective is to increase the CDR availability (CD-RAI) and CDR usage (CDR-RAU) by 5% between 2015 and EUROPEAN ROUTE NETWORK IMPROVEMENT PLAN - PRINCIPLES With the development of the ERNIP Part 2 - ARN Version 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 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 4 29 May 2015 Edition: 1.0

16 ARN V 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. 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 of the European Route Network Improvement Plan THE AIRSPACE ACTION PLAN The Airspace Action Plan was adopted by the PC at its 28 th Session, in November 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 Provisional Council (PC) and the high level objectives of the Single European Sky. The development of ERNIP Part 2 - ARN Version fully responds to the actions set by the Provisional Council in the context of the Airspace Action Plan THE FLIGHT EFFICIENCY PLAN IATA, CANSO and 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 The Flight Efficiency Plan builds on the accelerated implementation of the measures already approved by the 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 of the Flight Efficiency Plan proved the benefits expected. Since its adoption, in September 2008, in terms of airspace design efficiency (if all flights would have used the route network without any route restrictions and with all CDRs permanently available), the route extension decreased from 3.52% to 2.69% in the Autumn These achievements came as a result of the implementation of ARN Version-6, ARN Version-7 and ARN Version-8, ERNIP Part 2 - ARN Version as well as from the initial steps of ERNIP Part 2 - ARN Version / May 2015 Edition: 1.0

17 ARN V PREPARATION OF THE ERNIP PART 2 - ARN VERSION The following steps were followed for the preparation of the ERNIP Part 2 ARN Version : The development of the next European Route Network Improvement Plan - Part 2 edition will cover, as per the requirements of the NMF IR, a 5-years period ( ). All ANSPs and FABs will be required to provide their airspace plans until The Network Manager will provide the list of all known plans until 2019 to all ANSPs and FABs. The Network Manager will provide the environment/flight efficiency reference values per FAB for the period , as per the requirement of the Performance Scheme IR. The following preparation calendar was followed: Action Date Who Distribution of all known airspace design plans until 2019 to all ANSPs and FABs Distribution of environment/flight efficiency reference values per FAB Comments and updates received from all ANSPs/FABs on the initial list of airspace projects Preparation of the first version of the European Route Network Improvement Plan - Part 2 - ARN Version Initial performance indications per FAB based on the first version of the European Route Network Improvement Plan - Part 2 - ARN Version Further updates and synchronisation actions between NM, ANSPs and FABs to ensure the achievement of RP2 targets European Route Network Improvement Plan - Part 2 - ARN Version consolidation and approval through the CDM process Publication of European Route Network Improvement Plan - Part 2 - ARN Version October 2014 October 2014 December 2014 January 2015 February - March 2015 March - April 2015 May - June 2015 June 2015 NM NM NM/ANSPs/ FABs NM/Ops Stakeholders NM to all ANSPs NM/ANSPs/ FABs NM/Ops Stakeholders NM 6 29 May 2015 Edition: 1.0

18 ARN V FUNCTIONAL AIRSPACE BLOCKS INTEGRATION INTO THE ERNIP PART 2 - ARN VERSION 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 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 FAB Performance Plans and their Relation to the European Route Network Improvement Plan It is important to note that the COMMISSION REGULATION (EU) No 390/2013 of 3 May 2013 (laying down a performance scheme for air navigation services and network functions) defines also the principles for assessing the FAB Performance Plans and targets. In this new framework, FABs will be asked to provide the evidence that they will meet the performance targets. In that respect, the following assessment criteria have been defined in the IR: ENVIRONMENT Average horizontal en route flight efficiency of the actual trajectory: 7 29 May 2015 Edition: 1.0

19 ARN V (a) comparison with historical performance achieved in previous years; (b) comparison with a reference value based on information provided by the Network Manager; (c) consistency with the European Route Network Improvement Plan developed by the Network Manager. CAPACITY En route delay level. Comparison of the expected level of en route ATFM delay used in the performance plans with: (a) a reference value based on information from the Network Operations Plan of the Network Manager; (b) the capacity plan established by the en route air navigation service provider(s) as reflected in the Network Operations Plan of the Network Manager. The KEA reference values based on the European-wide target, for each of the Functional Airspace Blocks, are as follows: 2012 Achievement Improvement SW FAB 4.27% 0.99% 3.85% 3.71% 3.57% 3.43% 3.28% UK-Ireland FAB 3.64% 0.65% 3.36% 3.27% 3.18% 3.09% 2.99% FABEC 3.56% 0.60% 3.30% 3.22% 3.14% 3.05% 2.96% BLUE MED FAB 3.02% 0.57% 2.78% 2.70% 2.62% 2.54% 2.45% FAB CE 2.13% 0.32% 1.99% 1.94% 1.90% 1.85% 1.81% DANUBE FAB 1.69% 0.32% 1.55% 1.50% 1.46% 1.41% 1.37% Baltic FAB 1.61% 0.25% 1.50% 1.47% 1.44% 1.40% 1.36% NEFAB 1.44% 0.22% 1.35% 1.32% 1.29% 1.26% 1.22% DK-SE FAB 1.20% 0.01% 1.20% 1.20% 1.20% 1.20% 1.19% The evaluations of the expected performance improvements in this document have used the year 2014 as the baseline year. They are based on assigned flight plan situation. By considering 2014 as a baseline year and a macroscopic evaluation not including all flights, they are considered to be conservative. They provide a good estimation of the potential of a FAB to deliver the expected performance to meet European targets. It also shows that the interfaces between FABs will require a very particular attention May 2015 Edition: 1.0

20 ARN V Functional Airspace Blocks/ FABs Main Projects and Performance Evaluations FAB Europe Central (FAB EC) The main projects taken into consideration in the context of the FABEC are: The South-East and Central West projects; The FRA FABEC X-BORDER Additional more detailed projects are also in course of deployment and they are included in the ERNIP Part 2 - ARN Version The Scenarios are considered in the chronological order of their implementation. The impacts are calculated to the baseline end 2014 scenario. The evaluation made for the scenarios above shows the following achievements: Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF ECAC changes with SE and CW Projects All network projects including FRA FABEC X-BORDER 365+ Reduction of route extension percentage points to reference pp pp pp = percentage point FABEC 2019 Reference Value (pp reduction vs 2012) 2019 NM evaluation (pp reduction vs 2014) 0.60 pp 0.58 pp NM evaluation NM proposed measures The reduction of 0.58pp is not sufficient to fully achieve the network RP2 target The results of the FABEC projects for the KPA Environment are considered to be close to the RP2 reference values for horizontal flight efficiency indicator. A lower flight level for FABEC cross-border FRA shall be considered, in line with the NSP and the PCP, to ensure the achievement of the European targets. The interface between FABEC and BlueMed FAB and SW FAB needs to be addressed with due required priority May 2015 Edition: 1.0

21 ARN V Blue Med FAB The main projects taken into consideration in the context of the Blue Med FAB are: FRAIT - IT Phase 3 (FRA FL365+). Malta FRA FL105+. Greece FRA FL315+. Italy FRA FL305+. Additional more detailed projects are also in course of deployment and they are included in the ERNIP Part 2 - ARN Version The Scenarios are considered in the chronological order of their implementation. The impacts are calculated to the baseline end 2014 scenario. The evaluation made for the scenarios above shows the following achievements: Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF Malta FRA FL105+ FRA IT - Phase 3 Greece FRA FL315+ Italy FRA FL305+ Reduction of route extension percentage points to reference pp pp = percentage point Blue Med FAB 2019 Reference Value (pp reduction vs 2012) 2019 NM evaluation (pp reduction vs 2014) 0.57 pp 0.57 pp NM evaluation NM proposed measures Reference values will be met with deployment of FRA in Italy initially FL365+ and FL305+, Malta FL105+ and Greece FL315+ Cross-border FRA projects implementation must be considered for the entire Blue Med FAB. The interface between BlueMed FAB and FABEC and SW FAB needs to be addressed with priority. Timely implementation of projects in line with the ERNIP Part May 2015 Edition: 1.0

22 ARN V FAB Central Europe (FAB CE) The main project taken into consideration in the context of the FABCE is the implementation of the FABCE Concept of Seamless operations. This includes the following projects: Implementation of Free Route Airspace in gradual steps between 2014 and 2020; Implementation of seamless operations by ensuring: o horizontal connectivity with adjacent FABs; o vertical connectivity through enhanced route network, CDO and CCDs with lower airspace and TMAs. Appropriate interoperability through gradual ATM systems evolutions to respond to the operational requirements resulting from the implementation of the Concept of Seamless Operations. FABCE ASM/ATFCM project. Additional more detailed projects are also in course of deployment and they are included in the ERNIP Part 2 - ARN Version The FRA Implementation steps are described in the detailed projects included in the ERNIP Part 2 - ARN Version Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF ECAC changes with FRA Projects pp = percentage point Reduction of route extension percentage points to reference -0.54pp FABCE NM evaluation NM proposed measures 2019 Reference Value (pp reduction vs 2012) 2019 NM evaluation (pp reduction vs 2014) 0.32 pp 0.54 pp Plans in line with the expected European targets Maintain current implementation plans in FABCE, including cross-border FABCE implementation of FRA May 2015 Edition: 1.0

23 ARN V UK-Ireland FAB The projects taken into consideration in the context of the UK/IE FAB are the ones included in the ERNIP Part 2 - ARN Version , including: Phase 3 FRA Prestwick ACC FL255+ The Scenarios are considered in the chronological order of their implementation. The impacts are calculated to the baseline end 2014 scenario. The evaluation made for the scenarios above shows the following achievements: Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF ERNIP Part 2 - ARN Version Projects Phase 3 - FRA Prestwick ACC FL255+ Reduction of route extension percentage points to reference pp pp = percentage point UK/IE FAB 2019 Reference Value (pp reduction vs 2012) 2019 NM evaluation (pp reduction vs 2014) 0.65 pp 0.09 pp NM evaluation NM proposed measures Full FRA already implemented in Ireland FRA in Scottish UIR FL255+ has been included in the evaluation. Only the current projects are not sufficient. In order to meet the European target, crossborder FRA projects implementation must be considered for the entire UK/IE FAB. In addition to consider cross-border operations with neighbouring FABs (FABEC, DK/SWE FAB and NEFAB). The BOREALIS project is included in the NM work programme and will be included in future editions of the ERNIP Part 2. BOREALIS is expected to deliver the fully required performance immediately after RP May 2015 Edition: 1.0

24 ARN V Danube FAB The main projects taken into consideration in the context of the Danube FAB are: All proposals included in the ERNIP Part 2 - ARN Version , including cross border night FRA. Danube FAB cross-border FRA FL105+ The Scenarios are considered in the chronological order of their implementation. The impacts are calculated to the baseline end 2014 scenario. The evaluation made for the scenarios above shows the following achievements: Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF Proposals included in the ERNIP Part 2 - ARN Version , including cross border night FRA and DANUBE FAB cross-border FRA FL105, 24 hours Reduction of route extension percentage points to reference pp pp = percentage point Danube FAB 2019 Reference Value (pp reduction vs 2012) 2019 NM evaluation (pp reduction vs 2014) 0.32 pp 1.25 pp NM evaluation NM proposed measures A significant proportion of the reduction is based on impacts from other changes in the network. It is essential that DANUBE FAB ensures implementation above FL105 to ensure the contribution to the achievement of the overall European target Implementation of cross-border FRA H24 above FL105 is recommended in order not to make dependencies on other airspace developments. Such project needs to be included in the ERNIP Part 2, in line with the NSP and the PCP May 2015 Edition: 1.0

25 ARN V North European (NE) FAB The main projects taken into consideration in the context of the NE FAB are: NEFRA Project. Additional more detailed projects are also in course of deployment and they are included in the ERNIP Part 2 - ARN Version The Scenarios are considered in the chronological order of their implementation. The impacts are calculated to the baseline end 2014 scenario. The evaluation made for the scenarios above shows the following achievements: Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF Finish airspace re-organisation NEFRA pp = percentage point Reduction of route extension percentage points to reference pp NE FAB 2019 Reference Value (pp reduction vs 2012) 2019 NM evaluation (pp reduction vs 2014) 0.22 pp 0.55 pp NM evaluation 2019 European target will be achieved NM proposed measures To implement all projects as planned May 2015 Edition: 1.0

26 ARN V Denmark/Sweden FAB The main projects taken into consideration in the context of the DK/SE FAB are: The cross border FRA implementation in the DK/SE FAB that was already achieved; The cross-border between DK/SE FAB, NE FAB and NEFRA Project. NM considers that the further adaptations planned by DK/SE FAB will fully respond to the European targets. DK/SE FAB 2019 Reference Value (pp reduction) 2019 NM evaluation (pp reduction) 0.01 pp More than 0.1 pp NM evaluation NM proposed measures 2019 European target will be achieved Ensure cross-border FRA implementation with NEFAB and with other neighbouring FABs May 2015 Edition: 1.0

27 ARN V Baltic FAB The main projects taken into consideration in the context of the Baltic FAB are: Baltic FAB FRA FL245+. Additional more detailed projects are also in course of deployment and they are included in the ERNIP Part 2 - ARN Version The Scenarios are considered in the chronological order of their implementation. The impacts are calculated to the baseline end 2014 scenario. The evaluation made for the scenarios above shows the following achievements: Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF Baltic FRA FL 245+ Reduction of route extension percentage points to reference pp pp = percentage point Baltic FAB 2019 Reference Value (pp reduction vs 2012) 2019 NM evaluation (pp reduction vs 2014) 0.25 pp 0.69 pp NM evaluation NM proposed measures Target will be achieved with implementation of FRA FL245+ in Baltic FAB Initiate cross-border projects with neighbouring FABs May 2015 Edition: 1.0

28 ARN V South West Portugal Spain FAB The main projects taken into consideration in the context of the SW FAB are: Partial implementation of DCTs. Additional more detailed projects are also in course of deployment and they are included in the ERNIP Part 2 - ARN Version The Scenarios are considered in the chronological order of their implementation. The impacts are calculated to the baseline end 2014 scenario. The evaluation made for the scenarios above shows the following achievements: Route Length Extension Analysis (V2.1) SAAM/NEST Airport-circle radix (NM): Filter used : Europe plus mediterranean countries and part of the Russian federation REF Partial implementation of DCTs Together with all Network Improvements Reduction of route extension percentage points to reference pp pp = percentage point SW FAB 2019 Reference Value (pp reduction) 2019 NM evaluation (pp reduction) 0.99 pp 0.18 pp NM evaluation NM proposed measures Full FRA already implemented in Portugal. Additional FRA projects definition required in Spain In order to meet the European target, crossborder FRA projects implementation must be considered for the entire SW FAB, in line with the NSP and the PCP. Evolution of operational procedures should be also considered in Spain. The interface between SW FAB, FABEC and BlueMed FAB needs to be addressed with priority May 2015 Edition: 1.0

29 ARN V BENEFITS OF ERNIP PART 2 - ARN VERSION The ERNIP Part 2 - ARN Version contains, at this stage, 552 (five hundred fifty two) packages of airspace proposals scheduled for implementation for the Summer seasons , out of which 208 are implemented by 28 May These proposals include more than 500 route changes, around 40 re-sectorisation plans, more than 40 TMA projects, more than 50 Free Route Airspace projects, around 10 civil/military airspace developments as well as more than 30 improvement measures eliminating unnecessary RAD restrictions or improving flight efficiency. They were or will be implemented as follows: approximately 260 proposals for the Summer season 2015; approximately 220 proposals for the Summer season 2016; approximately 40 proposals for the Summer season 2017; approximately 30 proposals for the Summer seasons 2018 and 2019, until the end of As from the full implementation of ERNIP Part 2 - ARN Version in 2019, flying distances would be reduced by 20 to 25 million NMs, this representing the equivalent of to tons of fuel saved, or reduced emissions of to tons, or 100 to 125 million Euros. As a result of these improvements, the European ATS route network will become approximately 2.35% longer than the great circle distances (from TMA exit to TMA entry points) May 2015 Edition: 1.0

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31 Route Extension ARN V ARN VERSION BENEFITS 2.1. TOTAL EXPECTED BENEFITS - ERNIP PART 2 - ARN VERSION The implementation of ERNIP Part 2 - ARN Version has the potential to significantly improve flight efficiency if all projects are fully implemented. 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 2.69% in the Autumn 2014 to approximately 2.35% by the end of The graph below shows the expected evolution of flight efficiency between 2008 and the end of 2019 in terms of extension compared to the great circle. Route Efficiency KPI per AIRAC cycle RTE-DES RTE-FPL 5,5% 1 5,0% 0,9 0,8 4,5% 0,7 4,0% 3,5% 3,0% 3.65% Jan % Sept % Sept % Sept % Sept % Nov % End ,6 0,5 0,4 0,3 0,2 2,5% between % end ,1 2,0% 0 AIRAC As from the full implementation of ERNIP Part 2 - ARN Version in 2019, flying distances would be reduced by 20 to 25 million NMs, this representing the equivalent of to tons of fuel saved, or reduced emissions of to tons, or 100 to 125 million Euros CAPACITY ENHANCEMENT BENEFITS OF ERNIP PART 2 - ARN VERSION The ERNIP Part 2 - ARN Version Catalogue contains more than 40 re-sectorisation 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 would bring an additional 5-7% capacity to the European ATM network when fully implemented May 2015 Edition: 1.0

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33 ARN V EUROPEAN ROUTE NETWORK DESIGN FUNCTION AND FLIGHT EFFICIENCY ACTION PLANS 3.1. EUROPEAN ROUTE NETWORK DESIGN FUNCTION The ERNIP Part 2 - ARN Version responds to the obligations put in accordance with the COMMISSION REGULATION (EU) No 677/2011 of 7 th 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 facilitate operational interconnectivity between FABs; 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 FREE ROUTE AIRSPACE Until 30 April 2015 Free Route Airspace has been partially and/or fully implemented in the following ACCs: Beograd ACC, Brest ACC, Brindisi ACC, Bordeaux ACC, Bucuresti ACC, Budapest ACC, Chisinau ACC, Karlsruhe UAC, Kobenhavn ACC, Lisboa ACC, London ACC, Ljubljana ACC, Maastricht UAC, Madrid ACC (SAN and ASI sectors), Malmo ACC, Malta ACC, Marseille ACC, Milano ACC, Moldova ACC, Padova ACC, Praha ACC, Prestwick ACC, Reims ACC, Roma ACC, Shannon ACC, Skopje ACC, Sofia ACC, Stockholm ACC, Tampere ACC, Ukraine (individual UTAs), Warsaw ACC, Wien ACC and Zagreb ACC (see map below) May 2015 Edition: 1.0

34 ARN V The following map shows the Free Route Airspace implementation plans proposed until the end of RP2 in The Free Route Airspace development year by year is presented in chapter 7.2 of this document ASM SOLUTIONS The implementation of ASM solutions are particularly important in the context of the ERNIP Part 2 - ARN Version that will include further solutions to improve network performance for the most penalised city pairs, through further deployment of the European night direct route network, solutions offering to the airspace users several and/or shorter routing options, etc. The ERNIP Part 2 - ARN Version will require also to accommodate both civil and military requirements, the ASM solutions will need therefore to be fully exploited. In this context a number of ASM solutions have been tested in Additional activities are planned this year in the frame of FREE solutions to evaluate the application of ASM solutions in a FRA environment. A number of DCTs have been identified in order to promote a better utilisation of airspace based on co-ordination among civil and military May 2015 Edition: 1.0

35 ARN V Based on the outcomes of Free solutions project, a revision of the ASM handbook is expected to define a process to be applied in future for any feasible scenario SIMPLIFYING THE RAD A number of RAD restrictions have successfully been tackled and clear flight efficiency improvements achieved with no impact on safety or on capacity. An elimination of further restrictions impacting Bulgaria, Croatia, Czech Republic, France, Germany, Italy, Netherlands, Poland, Spain, Turkey and UK is planned until end There is a clear need to further review the RAD restrictions with the participation of all the interested parties. It is expected the Agency to run a Network impact assessment of the RAD restrictions implemented in the States. States will be requested to study if some of the RAD restrictions where put in place to balance capacity during a specific period of the year and therefore can be deactivated during the rest. Furthermore the Agency provided input to the ANSPs on the inconsistencies identified in regard to the current allowed DCTs 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 IMPROVING TMA STRUCTURES Improved Terminal Airspace design projects are or will be implemented in the context of the ARN Version at: - Barcelona TMA, - Batumi TMA, - Budapest TMA, - Beograd TMA, - Canarias TMA, - Hoceima TMA, - Larnaca TMA, - Ljubljana TMA, - London TMA (London Airspace Management Program - LAMP), - Manchester TMA, - Milano TMA, - Nador El Atoui TMA, - Northern Terminal Control Area/ NTCA of Prestwick ACC (former Manchester TMA), - Oslo TMA (HOPE - Harmonisation of Oslo Procedures and Environment), - Paris TMA (Point Merge TE), - Praha TMA - Poznan TMA, - Roma TMA, - Vienna TMA, - Santorini TMA - Tetouan TMA, - Tibilisi TMA. In the time frame of ERNIP Part 2 - ARN Version additionally a third runway at Munich airport is considered as well as a new runway at Dublin airport and a new International airport planned for Istanbul May 2015 Edition: 1.0

36 ARN V THE FLIGHT EFFICIENCY PLAN IATA, CANSO and 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 The Flight Efficiency Plan builds on the accelerated implementation of the measures already approved by the 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 , 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 contribute to the deployment of the Flight Efficiency Plan THE NETWORK MANAGER FLIGHT EFFICIENCY INITIATIVE A closer cooperation with the airspace users to ensure a better flight planning is essential to ensure the achievement of the RP2 targets. The good progress made over the past years in the airspace design resulted in a European airspace offering, in a dynamic manner, a high number of options for the airspace users. In order to achieve a better utilisation of the European airspace by the airspace users, the network manager launched a Flight Efficiency Initiative that covers the following aspects: Flight Planning Improvements in the Strategic Phase An interactive tool was developed to allow all AOs and CFSPs to compare their flight plans with the best filed flight plan accepted by IFPS during the last AIRAC cycle; The airspace users and the CFSPs will have the possibility to detect new implemented routes, CDRs available during similar periods of time, etc.; It is expected that the airspace users and the CFSPs will use this interface to improve their flight planning for the next AIRAC cycle; May 2015 Edition: 1.0

37 ARN V This tool could also be used to assess individual airline flight plans or to detect possible network performance evolutions. Enhanced utilisation of CDRs through the deployment of ASM solutions Assessment of traffic demand, ATFM measures, sector configurations and CDRs availability; Existence of CDRs segments in the FPL; Route extension compared with the best option ; flight extension mostly for enroute section (avoid extensive arrival/departure situations); Search for the flights with the shortest planned route for each city pair having at least one CDR in their planned route; For each city pair assess the CDR availability requirements if all the flights on that city pair would plan the shortest route; Proposals to AO s for better routes including CDR s; Possible coordination with military partners, when required, for coordinated availability of CDR s. Flight Planning improvements in the Pre-Tactical/Tactical Phases Enhance the visibility for aircraft operators on other route network utilisation options, post IFPS flight planning with proposals being displayed to the users; the final choice in accepting a more optimised proposal remains with the airspace users. Those actions are based on: The Group Rerouting Tool (opportunity tool) - an ETFMS feature allowing a recomputation of the profile considering the wind, the last ATFCM situation, simulated operating costs; Proposals for flight efficiency improvements for invalid flight plans that require manual corrections; Network impact assessments resulting in re-routing proposals based on CDR2 routes with the direct involvement of MILO/AOLO; Repetitive Flight Plans (RPLs) Proposals for RPL changes that need to be maintained by the airlines for each AIRAC cycle. Most Penalised City Pairs Further developments to address the Most Penalised City Pairs Daily monitoring of the utilisation of the new airspace changes; Detect improvements based on the latest airspace design or airspace utilisation changes. Tactical RAD relaxations Based on existing Crisis Procedures; Similar procedures could be implemented during normal operations as comparisons between actual trajectories and flight plans show that the RAD is not systematically followed during tactical operations; Tactical relaxation of RAD could be also envisaged during the night or during period of low demand. The implementation of this initiative is based on: A close and continuous cooperation between NM and the airspace users; A close and continuous cooperation with the computer flight plan service providers; Appropriate evolutions of the flight planning systems to take into account the past and future evolutions of the airspace concepts May 2015 Edition: 1.0

38 ARN V This initiative will require the strong support and participation of the entire airspace users community. This support is critical for ensuring the achievement of the RP2 environment/flight efficiency target. Without such a support, the positive evolutions made with respect to the European airspace design through co-operative efforts between NM, ANSPs and FABs will not provide their full potential May 2015 Edition: 1.0

39 ARN V CONCEPT OF OPERATIONS FOR EUROPEAN AIRSPACE DESIGN 4.1. MAIN PRINCIPLES Successful European airspace design is achieved through: o o o o o o The implementation of an advanced and consolidated concept of operations; 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; Gradual elimination of bottlenecks and reasons for flight inefficiency; Optimised procedures for an enhanced use of airspace; A balanced approach between European network, regional and local requirements; 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 May 2015 Edition: 1.0

40 ARN V ERNIP PART 2 - ARN VERSION IMPROVEMENTS HIGHLIGHTS 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 Basic Concept In both en-route and terminal airspace, an Airspace Configuration refers to the pre-defined and co-ordinated organisation of 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 is built on a close co-operation between airspace design, ATFCM and ASM. It supports a close link between airspace design and airspace utilisation European Network Consistency The overall European Network Consistency is assured across through the consolidated development of the ERNIP Part 2 - ARN Version 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 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 May 2015 Edition: 1.0

41 ARN V Airspace Continuum An airspace continuum was envisaged in the development of the ERNIP Part 2 - ARN Version 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 where all aspects related to lateral and vertical interconnectivity, including interconnectivity within and between regional airspace configurations, were thoroughly addressed ARN Version Components ATS routes continue to characterise the airspace for the most part in the context of the ERNIP Part 2 - ARN Version , while Free Route Operations will be used in selected airspaces and/or at selected times. The main characteristic of the of the ERNIP Part 2 - ARN Version 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 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 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 Airspace Classification Above FL195,, Free Route operations airspace and Terminal Routes will be contained within Class C airspace. At and below FL195, 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 May 2015 Edition: 1.0

42 ARN V Airspace Organisation The practical airspace organisation features of ERNIP Part 2 - ARN Version 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 Where incompatibilities arise, priorities were discussed and given depending on operational requirements to the en-route part or to the terminal structure 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 Route Network The objective of ERNIP Part 2 - ARN Version 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 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 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 May 2015 Edition: 1.0

43 ARN V 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 Free Route Operations The ERNIP Part 2 - ARN Version 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 Sectorisation The development of ERNIP Part 2 - ARN Version 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; May 2015 Edition: 1.0

44 ARN V Modus Operandi The Modus Operandi of the ERNIP Part 2 - ARN Version 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 Operating the ERNIP Part 2 - ARN Version The rationale for the ERNIP Part 2 - ARN Version 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 occur. 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 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 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 will be facilitated through the deployment of the Airspace Data Repository 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 May 2015 Edition: 1.0

45 ARN V The ERNIP Part 2 - ARN Version 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 Military Operations The ERNIP Part 2 - ARN Version 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 , 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 took into consideration. Through the solutions proposed in ERNIP Part 2 - ARN Version , 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 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 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 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 May 2015 Edition: 1.0

46 ARN V 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 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 May 2015 Edition: 1.0

47 ARN V 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 Network Enablers The main enablers for the efficient implementation of the ERNIP Part 2 - ARN Version 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 Impact on Adjacent Areas The ERNIP Part 2 - ARN Version 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 May 2015 Edition: 1.0

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49 ARN V 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; NM(D) to prepare ERNIP proposals; All operational stakeholders to agree on ERNIP proposals; NetOps substructure to review proposals; NM(D) to prepare draft ERNIP. 2. Consultation Network DOP, for any unresolved issues (if required); NETOPS to agree on draft ERNIP. 3. Approval ERNIP Part 2 - ARN Version ARN Version 20xx - 20(xx+3/5) will follow the NOP approval process and goes to ICAO for inclusion in ICAO EANP. 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 is 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 of the ERNIP Part 2: October 20xx - Evaluation of the Summer 20xx situation and of the airspace design and utilisation related bottlenecks October 20xx - Presentation of the first version of the ERNIP Part 2 - ARN Version 20xx- 20(xx+3/5) 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; further comments requested; March 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-May 20xx+1 - agreement on final version for ERNIP Part 2 by RNDSG; May-June 20xx+1 - seek approval by NETOPS and N-DOP for ERNIP Part 2; June 20XX+1 - seek approval by NMB of ERNIP Part May 2015 Edition: 1.0

50 ARN V 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, 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 o o o Sub-Regional RNDSG Meetings; Regional co-ordination meetings between States; Working groups proposing various solutions for specific problem areas; 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 May 2015 Edition: 1.0

51 ARN V 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: Step 2: Step 3: Step 4: Identify current and foreseen problems. The planning work highlights the capacity and flight efficiency problem areas and their causes in the airspace structure. Build generally improved airspace structure proposals (both route segments and ATC sectors) to accommodate major traffic flows and balance ATC workload. 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. A phased implementation programme is agreed and carried out. NETWORK ORIENTED APPROACH REQUIREMENTS TRAFFIC FLOW DEFINITION MILITARY REQUIREMENTS DESIGN CONNECTIVITY TO TMA ATS ROUTE NETWORK DESIGN 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 May 2015 Edition: 1.0

52 ARN V AIRSPACE UTILISATION AND MANAGEMENT The full potential of the European airspace structure, including 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 offers a greater number of possible options for its use with airspace configurations 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 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 May 2015 Edition: 1.0

53 Decr Incr ARN V 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 Significant changes of the traffic patterns could be noted between 2008 and 2014 as a result of the economic downturn. The most impacted areas are located in Western Europe, while traffic in Southern and South Eastern Europe continued to increase TRAFFIC DEMAND VARIATION - COMPARISON 2008/2014 The assessment was made for a busy week 25 in 2014 (16-22 June 2014) during which lower level of delays were recorded. Comparing the variation in traffic demand between 2008 and 2014 (see Figure 1 below), it can be seen that the Central and Western part of Europe recorded a significant traffic decrease, predominantly in Germany, UK and Spain. A continued traffic growth is recorded in the Southern and South Eastern part of Europe, predominantly on the South-West Axis, South-East Axis, North-South Axis, East-West Axis and in Turkey. Figure 1: Traffic demand variation 2014 vs 2008 Traffic Demand Variation 2014 vs Weekdays of Traffic Week <>2008 Cell size is 20nm x 20nm > 80 Ac/day 60 to 80 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 May 2015 Edition: 1.0

54 ARN V WEEK AND WEEK-END DISTRIBUTION The assessment was made for a busy week in 2014 (16-22 June 2014). The European traffic distribution is similar, with the major part of the traffic concentrated in the North Western part of Europe, but the high density areas are gradually expanding to most of the European airspace whether it is week-days (Figure 2) or weekend traffic (Figure 3). Figure 2: Week-days traffic density (4 days in June 2014) Figure 3: Week-end traffic density (4 week-end days in June 2014) May 2015 Edition: 1.0

55 ARN V However the comparison between both (Figure 4) reveals a significant difference between Northern Europe and the South/South-Eastern Europe, as well as the Southern part of UK and the Western part of France and Spain. Figure 4: Comparison Week/Week-end traffic Density in June 2014 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 More loaded during week days: - UK, Germany, France, Norway, Sweden, Denmark; - Barcelona - Madrid axis; - Rome - Milan axis; o Areas where the traffic density is greater during the weekends are depicted in green/ yellow to red; o More loaded during weekends: - The South West Axis, the South East Axis and the Mediterranean area May 2015 Edition: 1.0

56 Decr Incr ARN V DISTRIBUTION AND EVOLUTION - SHORT HAUL AND MEDIUM/LONG HAUL The assessment was made for the period 1 July June 2008 and 1 July June The short-haul traffic pattern (distances up to 400 NM - see Figure 5 below) shows a decrease of domestic and business traffic for short-haul flights in the core area, UK, for the city pair Barcelona-Madrid and Milano-Rome. Compared to 2007/08, a higher density of traffic is noted in southern Europe and predominantly in Turkey. Figure 5: Short-Haul Flights (<400 NM) The medium to long-haul traffic pattern (flight distances over 400 NM - see Figure 6 below) shows that the traffic further increases on the South-East Axis, South-West Axis, North-South Axis, East- West Axis, Turkey and parts of the Mediterranean area. Figure 6: Medium-Haul Flights (>400 NM) Traffic Density Comparison for Other Flights (> 400nM) 365 Days of Traffic Jul to Jun 13/14 <> 07/08 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 May 2015 Edition: 1.0

57 ARN V VERTICAL DISTRIBUTION (EVOLVING AND CRUISING TRAFFIC) The assessment of the traffic was made for a busy Friday (20 June 2014). The concentration of climbing/descending traffic (see Figure 7 below) is high in the core area where many of the European airports are closely located and around other busy airports in Europe. The areas of evolving traffic are expanding indicating a continuous increase of traffic complexity across Europe. Figure 7: Areas of High Density Evolving Traffic 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 May 2015 Edition: 1.0

58 Percentage (%) ARN V FLIGHT LEVEL DISTRIBUTION With the implementation of RVSM combined with the performance of new generation aircraft, the vertical distribution of traffic has moved up significantly (FL360/FL420 instead of FL330/FL360) with the most popular flight levels at FL370/380. Higher traffic levels at FL180/FL190 and FL230/FL240 could also be noted. Figure 9: Flight Level Distribution in EUROPE 2008 / Flight Level Distribution in ECAC Week 25 - June 2008 Week 25 - June 2014 Flight Levels 6.7. AIRPORT TRAFFIC INCREASE The assessment was made for the period 1 July June 2008 and 1 July June Figure 10 below indicates that with the exception of airports in Belgium, Latvia, the Mediterranean area, Middle East, Moldova, North Africa, Norway, Portugal, Romania, Russian Federation, Turkey, Ukraine and some low cost operators airports, all the other airports in Europe and the Canaries 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 2014 to 2008 Increase Decrease May 2015 Edition: 1.0

59 ARN V TOP 50 AIRPORTS The table below indicates the Top 50 European airports in terms of movements for the period July June May 2015 Edition: 1.0

60 ARN V BUSIEST CITY PAIRS The following two tables show the Top 50 busiest city pairs/ CPs flown in Europe for the periods July June 2008 and July June The table below shows the Top 50 busiest city pairs/cps in Europe for the period July June AP1 AP2 AD % Tot MADRID BARAJAS BARCELONA 44, % ROME FIUMICINO MILANO LINATE 27, % IZMIR-ADNAN-MENDERES ISTANBUL-ATATURK 19, % PALMA DE MALLORCA BARCELONA 19, % TOULOUSE BLAGNAC PARIS ORLY 18, % OSLO/GARDERMOEN BERGEN/FLESLAND 18, % JERSEY GUERNSEY 18, % TRONDHEIM/VAERNES OSLO/GARDERMOEN 17, % SCHIPHOL AMSTERDAM LONDON/HEATHROW 17, % PARIS ORLY NICE 17, % MUENCHEN 2 HAMBURG 16, % PALMA DE MALLORCA MADRID BARAJAS 16, % MAKEDONIA ATHINAI E. VENIZELOS 15, % MUENCHEN 2 DUESSELDORF 15, % STAVANGER/SOLA OSLO/GARDERMOEN 15, % MUENCHEN 2 KOELN-BONN 15, % ROME FIUMICINO CATANIA FONTANAROSSA 15, % VALENCIA MADRID BARAJAS 15, % TEGEL-BERLIN MUENCHEN 2 14, % PARIS CH DE GAULLE LONDON/HEATHROW 14, % ISTANBUL-ATATURK ANTALYA 14, % ISTANBUL-ATATURK ANKARA-ESENBOGA 14, % PARIS CH DE GAULLE FRANKFURT MAIN 14, % LONDON/HEATHROW DUBLIN 14, % LAS PALMAS FUERTEVENTURA 14, % OSLO/GARDERMOEN COPENHAGEN KASTRUP 14, % TENERIFE NORTE LAS PALMAS 14, % NEW YORK LONDON/HEATHROW 13, % LAS PALMAS ARRECIFE LANZAROTE 13, % TENERIFE NORTE LA PALMA 13, % ROME FIUMICINO PALERMO PUNTA RAISI 13, % MADRID BARAJAS LAS PALMAS 13, % ROME FIUMICINO PARIS CH DE GAULLE 12, % LONDON/HEATHROW EDINBURGH 12, % PARIS CH DE GAULLE MADRID BARAJAS 12, % TEGEL-BERLIN KOELN-BONN 12, % STOCKHOLM-ARLANDA COPENHAGEN KASTRUP 12, % TEGEL-BERLIN FRANKFURT MAIN 12, % MALAGA MADRID BARAJAS 12, % LONDON/HEATHROW FRANKFURT MAIN 12, % STOCKHOLM-ARLANDA HELSINKI-VANTAA 11, % MADRID BARAJAS LISBOA 11, % COPENHAGEN KASTRUP AALBORG 11, % LONDON/HEATHROW GLASGOW 11, % TEGEL-BERLIN STUTTGART 11, % PARIS ORLY MARSEILLE PROVENCE 11, % NIKOS/KAZANTZAKIS ATHINAI E. VENIZELOS 11, % SCHIPHOL AMSTERDAM PARIS CH DE GAULLE 11, % PARIS CH DE GAULLE MUENCHEN 2 10, % OSLO/GARDERMOEN STOCKHOLM-ARLANDA 10, % May 2015 Edition: 1.0

61 ARN V The table below shows the Top 50 busiest city pairs/cps flown in Europe for the period July June May 2015 Edition: 1.0

62 ARN V AIRSPACE USERS The table below indicates the Top 50 aircraft operators (AO) using the European airspace between July June May 2015 Edition: 1.0

63 ARN V AIRCRAFT TYPES The table below indicates the Top 50 aircraft types using the European airspace between July June May 2015 Edition: 1.0