European ATM Network Operations Performance Plan Assessment 2011-2014

European ATM Network Operations
Performance Plan Assessment

2011 - 2014
Edition June 2010
EUROCONTROL
EUROPEAN ATM NETWORK OPERATIONS PERFORMANCE PLAN ASSESSMENT 2011-2014
CONTENTS
1. INTRODUCTION.......................................................................................................................................... 1
2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE ................................................................. 1
3. MEDIUM-TERM TRAFFIC FORECAST.......................................................................................................... 2
4. MEDIUM-TERM CAPACITY REQUIREMENTS............................................................................................... 4
4.1. OVERALL NETWORK CAPACITY REQUIREMENTS .................................................................................................. 4
4.2. ACC CAPACITY REQUIREMENTS...................................................................................................................... 5
4.3. IMPACT OF TRAFFIC DISTRIBUTION ON MEDIUM-TERM CAPACITY PLANNING............................................................... 7
5 MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS............................................................. 10
5.1 CAPACITY PLANNING PROCESSES ......................................................................................................... 10
5.2 TOOLS ..................................................................................................................................................... 10
5.2.1 CAPAN......................................................................................................................................................................10
5.2.2 DEMAND DATA REPOSITORY (DDR)...........................................................................................................................11
5.2.3 NEVAC......................................................................................................................................................................11
5.2.4 SAAM .......................................................................................................................................................................11
5.3 DEMAND FORECASTING.......................................................................................................................... 12
6 ENROUTE & TERMINAL CAPACITY ENHANCEMENT ................................................................................ 13
6.1 THE AIRSPACE ACTION PLAN ....................................................................................................................... 13
6.2 THE FLIGHT EFFICIENCY PLAN ..................................................................................................................... 13
6.2.1 ACTION POINT 1: ENHANCE EUROPEAN AIRSPACE DESIGN ................................................................................ 14
6.2.2 ACTION POINT 2: IMPROVE AIRSPACE UTILISATION AND ROUTE NETWORK AVAILABILITY ......................................... 20
6.2.3 ACTION POINT 3: EFFICIENT TERMINAL AIRSPACE............................................................................................ 21
6.2.4 ACTION POINT 4: OPTIMISE AIRPORT OPERATIONS .......................................................................................... 22
6.2.5 ACTION POINT 5: IMPROVE PERFORMANCE AWARENESS ................................................................................... 24
6.2.6 NEXT STEPS ............................................................................................................................................. 24
7 ACC CAPACITY ENHANCEMENT MEASURES........................................................................................... 25
7.1 ADDITIONAL CONTROLLERS ......................................................................................................................... 25
7.2 INCREASED SECTOR THROUGHPUT AND THE USE OF OPTIMUM CONFIGURATIONS .................................................... 25
7.3 NEW ATM SYSTEMS AND ATM SYSTEM UPGRADES .......................................................................................... 25
7.4 OTHER LOCAL CAPACITY ENHANCEMENT MEASURES ....................................................................................... 26
8 PAN-EUROPEAN CAPACITY ENHANCEMENT PROGRAMMES.................................................................. 27
8.1 LINK 2000 PROGRAMME ............................................................................................................................ 28
8.2 8.33 KHZ BELOW FL195 ............................................................................................................................. 28
8.3 AERONAUTICAL INFORMATION MANAGEMENT PROJECTS ................................................................................... 29
8.4 NAVIGATION INFRASTRUCTURE PROJECTS...................................................................................................... 30
8.5 MODE S PROGRAMME ................................................................................................................................ 31
8.6 CASCADE ................................................................................................................................................. 33
8.7 FASTI ...................................................................................................................................................... 33
8.8 SAFETY NETS ........................................................................................................................................... 34
8.9 TECHNICAL SUPPORT FOR TMAS ................................................................................................................. 34
9 AIRPORTS................................................................................................................................................ 36
9.1 AIRPORT ACTIVITIES IN SUPPORT OF THE DMEAN FRAMEWORK PROGRAMME ...................................................... 36
9.1.1 DMEAN IMPLEMENTATION TARGETS ............................................................................................................. 37
9.1.2 TARGET AIRPORTS .................................................................................................................................... 38
9.1.3 ANALYSIS AND DELAY REDUCTION ACTIVITIES ................................................................................................. 39
9.1.4 AIRSIDE CAPACITY ENHANCEMENT (ACE) ACTIVITIES ....................................................................................... 40
9.1.5 ASSESSMENT OF OPTIMUM LOCATION OF RAPID EXIT TAXIWAYS (RETS) .............................................................. 41
9.1.6 PLANNED CAPACITY ENABLERS .................................................................................................................... 42
9.1.7 AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) .................................................................................... 43
9.1.8 CONTRIBUTION TO NETWORK OPERATIONS PLAN (NOP)................................................................................... 48
9.2 ACTION PLANS IN SUPPORT OF DMEAN ACTIVITIES.......................................................................................... 49
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10 EXPECTED MEDIUM-TERM PERFORMANCE OF THE ENROUTE ATM NETWORK (2011-2014) .................. 51

10.1 MEDIUM-TERM DELAY FORECAST .................................................................................................................. 51
10.2 POTENTIAL BOTTLENECK AREAS AND EXPECTED SOLUTIONS............................................................................... 53
11 CONCLUSIONS......................................................................................................................................... 56
ANNEX 1 : ACC TRAFFIC & CAPACITY .................................................................................................................. 57
ALBANIA TIRANA ACC ................................................................................................................. 58
ARMENIA YEREVAN ACC .............................................................................................................. 59
AUSTRIA VIENNA ACC............................................................................................................... 60
AZERBAIJAN BAKU ACC .................................................................................................................. 61
BELGIUM BRUSSELS ACC.......................................................................................................... 62
BULGARIA SOFIA ACC ................................................................................................................. 63
CROATIA ZAGREB ACC.............................................................................................................. 64
CYPRUS NICOSIA ACC.............................................................................................................. 65
CZECH REPUBLIC PRAGUE ACC................................................................................................................ 66
DENMARK COPENHAGEN ACC ........................................................................................................ 67
ESTONIA TALLINN ACC.............................................................................................................. 68
EUROCONTROL MAASTRICHT UAC...................................................................................................... 69
FINLAND ROVANIEMI ACC ............................................................................................................ 70
FINLAND TAMPERE ACC .............................................................................................................. 71
FRANCE BORDEAUX ACC ............................................................................................................ 72
FRANCE BREST ACC .................................................................................................................. 73
FRANCE MARSEILLE ACC ............................................................................................................ 74
FRANCE PARIS ACC ................................................................................................................... 75
FRANCE REIMS ACC................................................................................................................... 76
FYROM SKOPJE ACC................................................................................................................. 77
GERMANY BREMEN ACC................................................................................................................ 78
GERMANY LANGEN ACC ................................................................................................................ 79
GERMANY KARLSRUHE UAC ........................................................................................................... 80
GERMANY MUNICH ACC ................................................................................................................ 81
GREECE ATHENS ACC ................................................................................................................ 82
GREECE MAKEDONIA ACC ........................................................................................................... 83
HUNGARY BUDAPEST ACC ............................................................................................................. 84
IRELAND DUBLIN ACC ................................................................................................................. 85
IRELAND SHANNON ACC .............................................................................................................. 86
ITALY BRINDISI ACC................................................................................................................ 87
ITALY MILAN ACC................................................................................................................... 88
ITALY PADOVA ACC ................................................................................................................ 89
ITALY ROME ACC ................................................................................................................... 90
LATVIA RIGA ACC..................................................................................................................... 91
LITHUANIA VILNIUS ACC................................................................................................................. 92
MALTA MALTA ACC .................................................................................................................. 93
MOLDOVA CHISINAU ACC .............................................................................................................. 94
THE NETHERLANDS AMSTERDAM ACC .......................................................................................................... 95
NORWAY BODO ACC ................................................................................................................... 96
NORWAY OSLO ACC.................................................................................................................... 97
NORWAY STAVANGER ACC........................................................................................................... 98
POLAND WARSAW ACC............................................................................................................... 99
PORTUGAL LISBON ACC ............................................................................................................... 100
ROMANIA BUCHAREST ACC ......................................................................................................... 101
SERBIA BELGRADE ACC........................................................................................................... 102
SLOVAK REPUBLIC BRATISLAVA ACC......................................................................................................... 103
SLOVENIA LJUBLJANA ACC........................................................................................................... 104
SPAIN BARCELONA ACC......................................................................................................... 105
SPAIN CANARIAS ACC............................................................................................................ 106
SPAIN MADRID ACC............................................................................................................... 107
SPAIN PALMA ACC ................................................................................................................ 108
SPAIN SEVILLA ACC .............................................................................................................. 109
SWEDEN MALMO ACC ............................................................................................................... 110
SWEDEN STOCKHOLM ACC ........................................................................................................ 111
SWITZERLAND GENEVA ACC............................................................................................................ 112
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SWITZERLAND ZURICH ACC ............................................................................................................. 113

TURKEY ANKARA ACC .............................................................................................................. 114
TURKEY ISTANBUL APP............................................................................................................. 115
TURKEY IZMIR APP .................................................................................................................. 116
UKRAINE KHARKIV ACC.............................................................................................................. 117
UKRAINE KYIV ACC ................................................................................................................... 118
UKRAINE L’VIV ACC .................................................................................................................. 119
UKRAINE ODESA ACC................................................................................................................ 120
UKRAINE SIMFEROPOL ACC........................................................................................................ 121
UNITED KINGDOM LONDON ACC.............................................................................................................. 122
UNITED KINGDOM LONDON TC ................................................................................................................ 123
UNITED KINGDOM NEW PRESTWICK ACC ............................................................................................. 124
ANNEX 2 : AIRPORTS .......................................................................................................................................... 126
ALICANTE AIRPORT – ALC/ LEAL...................................................................................................................... 127
AMSTERDAM AIRPORT – AMS/EHAM................................................................................................................ 129
BARCELONA AIRPORT – BCN/ LEBL ................................................................................................................. 131
BRUSSELS AIRPORT – BRU/ EBBR ................................................................................................................... 133
BUDAPEST AIRPORT – BUD/ LHBP ................................................................................................................... 135
COPENHAGEN AIRPORT – CPH/ EKCH ............................................................................................................. 137
DUBLIN AIRPORT – DUB/ EIDW......................................................................................................................... 139
FLORENCE AIRPORT – FLR/ LIRQ..................................................................................................................... 141
FRANKFURT AIRPORT – FRA/ EDDF ................................................................................................................. 143
GENEVA AIRPORT – / LSGG ............................................................................................................................. 145
IRAKLION AIRPORT – HER/ LGIR ...................................................................................................................... 147
ISTANBUL AIRPORT – IST/ LTBA ....................................................................................................................... 149
LONDON HEATHROW AIRPORT – LHR/ EGLL ................................................................................................... 151
LISBON AIRPORT – LIS/ LPPT ........................................................................................................................... 153
MADRID AIRPORT – MAD/ LEMD....................................................................................................................... 155
MILAN LINATE AIRPORT – LIN/ LIML ................................................................................................................. 157
MILAN MALPENSA AIRPORT – MXP/ LIMC......................................................................................................... 159
MUNICH AIRPORT – MUC/ EDDM ...................................................................................................................... 161
PALMA MALLORCA AIRPORT – PMI/ LEPA ........................................................................................................ 163
PARIS CHARLES DE GAULLE AIRPORT – CDG/ LFPG ....................................................................................... 165
PRAGUE AIRPORT – PRG/ LKPR....................................................................................................................... 167
ROME FIUMICINO AIRPORT – FCO/ LIRF .......................................................................................................... 169
THESSALONIKI AIRPORT – SKG/ LGTS ............................................................................................................. 171
VALENCIA AIRPORT – VLC/ LEVC ..................................................................................................................... 173
VENEZIA AIRPORT – VCE/ LIPZ......................................................................................................................... 175
VIENNA AIRPORT – VIE/ LOWW ........................................................................................................................ 177
WARSAW AIRPORT – WAW/ EPWA ................................................................................................................... 179
ZURICH AIRPORT – ZRH/ LSZH......................................................................................................................... 181
ACRONYMS.......................................................................................................................................................... 183
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INTENTIONALLY LEFT BLANK
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EXECUTIVE SUMMARY
The European Medium-Term ATM Network Operations Performance Plan Assessment
consolidates all local capacity plans into one single document and provides an outlook of the
expected network performance for the period 2011-2014 with increased focus on 2011/12.
This document has been developed in the context of the European ATM network operations, planning
and management. The intent is to provide a medium-term outlook of capacity performance at
network level and of capacity enhancement measures planned for each ACC, as well as a
description of the airport capacity assessment and enhancement work in progress at the most
constraining airports. The Plan identifies potential bottlenecks and gives early indications to States
and ANSPs on the need to plan for additional resources, on network interactions and on the need to
implement improvements at network level.
States, ANSPs, Airports and aircraft operators have worked together with the Agency to address the
ATM capacity gap and have fully supported the interactive approach for the development of sound
local capacity plans in the context of the Local Single Sky Implementation Plan (LSSIP) development.
The document identifies the airspace structure development activities that balance the deployment of
additional capacity against increased flight efficiency over the European ATM network.
The latest EUROCONTROL STATFOR Medium-
Term Forecast (MTF) predicts that between
2009 and 2014, the average baseline annual
traffic growth in Europe will be 2.8. This is an
improvement on last year’s forecast, indicating
initial signs of economic recovery from the
global recession.
Although traffic growth at network level remains
fairly low, States on the critical south-east axis
are expected to experience higher demand
growth, increasing the need for robust capacity
planning and implementation.
Summer Traffic, Delay & Capacity Evolution At European network level, the delay forecast for
35000 5,5 6,0
the period 2011-2013 shows that network delay
30000
Traffic will continue to be higher than the target set by
Enroute delay per flight (min)
5,0
the Provisional Council of 1 minute per flight
Movements per day
25000
20000
3,6
3,1
Effective capacity 4,0
enroute, in spite of minimal traffic growth in many
15000
3,0 areas. Delays in Summer 2011 are likely to be
higher than initially expected, resulting from
2,0
1,8 1,6 2,0
1,4 1,4 1,4
10000 1,2 1,2 1,3
planned reduction in capacity during the training
1,2 1,2 1,1
1,0
1,0
and implementation of major ATM system

5000
Average ER delay PC delay target
upgrades and/or airspace reorganisation,

0 0,0
19 20 20 20 2 2 2 2 2 2 2 2 2 2 2 2
99 00 01 02 003 004 005 006 007 008 009 010 011 012 013 014
combined with a shortage of available controllers.

Even though there are plans to increase structural capacity, the shortage of qualified controllers
remains a major obstacle to the enhancement of performance at local level. In spite of significant
efforts to ensure a more effective and flexible resource utilisation, a number of ACCs, particularly on the
SE axis are expected to operate less-than-optimum sector configurations during peak hours. This
reinforces the need for robust and realistic capacity planning and implementation.
v
vi
1. INTRODUCTION
The European ATM Network Operations Performance Plan Assessment for the period 2011-
2014 has been prepared by EUROCONTROL in the context of the cooperative process
between the Air Navigation Service Providers (ANSPs), airports and the Agency for the
development of local capacity plans. It is part of the consolidated planning process already
implemented through the Dynamic Management of European Airspace Network (DMEAN)
Framework Programme.
The document provides a medium-term outlook of the capacity situation at network and local
level, identifies possible bottlenecks and gives early indication of the need for additional
measures, details of network interactions and improvements required at network level. It allows
an early assessment of the ability of the network to provide the required capacity and enable a
jointly agreed course of action with respect to local actions and network developments.
Included is a brief review of past capacity performance, an assessment of the expected
performance of the European ATM network in 2011 and 2012 and a summary of capacity
enhancement measures planned for each Area Control Centre (ACC) for the period 2011-2014,
as agreed with individual ANSPs during the development of capacity plans included in the Local
Single Sky Implementation Plans (LSSIP) 2010-2014.
As part of the continuing drive towards the full integration of airports into the network capacity
planning process, a description of the airport capacity assessment and enhancement work in
progress is included, as well as specific information on the expected evolution of capacity at the
most constraining airports.
Details of expected network and local performance for Summer 2010 may be found in the
Network Operations Plan for each ACC and for some airports, available through the NOP
Portal.
2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE

The number of flights in Europe in 2009 was -6.4% lower than in 2008 (around 620,000 fewer
flights, after discounting the 2008 leap year). The peak day in 2009 was Friday 26 June with
31434 flights (cf. peak day 2008: Friday 27 June with 34476 flights). Total delay related to Air
Traffic Management in 2009 decreased by -36% when compared to 2008.
The forecast traffic variation for the year 2009 was between -8.1% reduction for the low
scenario and -1.5% reduction for the high scenario (source: medium-term STATFOR forecast,
February 2009). The forecast total ECAC delay for the Summer season, derived from the
baseline traffic growth forecast for enroute and airport was 1.6 minutes per flight, of which 1.1
minutes was attributed to en-route delay.
Actual traffic evolution in 2009 was between the baseline and low scenario of the STATFOR
medium-term forecast, with traffic decreasing by -6.5% for the Summer season (May to
October) and by -6.4% for the whole year, when compared to corresponding periods in 2008.
Over the whole year 2009, the average ATFM delay per flight was exactly the same as in 2008:
1.6 minutes, of which 1.0 minute was attributed to enroute delay. For the Summer season, the
average ATFM delay per flight was 1.8 minutes, of which 1.2 minutes was attributed to enroute
delay.
1
The effective capacity of European ATM network increased by 0.6% for the Summer period and
by 0.4% for the whole year 2009. The considerable reduction in demand should have enabled
complete closure of the capacity gap, but yet again the Summer enroute delay target was not
met. This was due to a small number of critical ACCs, mainly on the south-east axis, that did
not have sufficient controllers available to open optimum sector configurations. Ongoing staff
management problems and system limitations resulting from the postponement of major
projects were contributing factors.
More than two-thirds of the total ECAC enroute delay during Summer 2009 was the result of
ATFM regulations in just 8 ACCs: Athens, Karlsruhe, Langen, Madrid, Nicosia, Warsaw,
Vienna and Zurich.
Indicators for the evolution of flight efficiency in terms of route network design, route availability
and flight planning show positive results, showing a steady and measurable decrease since
monitoring began.
The reduction in air traffic following 9/11, combined with improved capacity planning processes,
enabled sufficient closure of the capacity gap to almost achieve the Summer delay target of 1
minute per flight enroute in 2003 and 2004, but in subsequent years delays again increased as
a result of controller shortages and the postponement of some major projects. Summer 2009
saw enroute delay once again close to the target, but this is attributed to the considerable
decrease in air traffic caused by the continuing recession.
The loss of revenue (for service providers and users), has shifted focus from increasing
capacity and reducing delay to improving flight efficiency and reducing overall cost.
Unfortunately, for a number of ANSPs, this has meant cutting back on the recruitment of air
traffic controllers and/or costly projects (in terms of cash and staff). These short-term
economies will have an adverse impact on long-term capacity provision across the European
ATM network, the effects of which may only be apparent when traffic growth again accelerates
and capacity and delay move once more into the spotlight.
3. MEDIUM-TERM TRAFFIC FORECAST
The latest EUROCONTROL STATFOR Medium-Term Forecast (MTF) was published in
February 2010 and covers the period 2010-2016. It indicates that, over this period, the average
annual traffic growth in Europe is expected to be between 1.6% and 4.0% with a most likely
value of 2.8% per year. This is an improvement on the previous year’s forecast, indicating initial
signs of economic recovery from the global recession.
The traffic forecast per ACC assumes that the airspace structure will continue to exist in its
current form. In reality it will continue to develop and change over the period of this report. The
maps below show the traffic increase in 2014 compared to 2009 at ACC level, for the baseline
and the high traffic growth scenarios with traffic distributed over the current route network. This
traffic increase was derived through the capacity planning process of EUROCONTROL for a
representative period of the Summer season, on the basis of the origin-destination zones (ODZ)
growth provided by STATFOR as part of the Medium-Term Forecast 2010-2016 released in
February 2010.
2
See paragraph 5.3 for more information on the traffic forecasting methodology and the
individual ACC pages in Annex 1 for the % growth per ACC.
3
4. MEDIUM-TERM CAPACITY REQUIREMENTS

4.1. Overall network capacity requirements
In 2001, the EUROCONTROL Provisional Council (PC/10) “endorsed an overall ATM network
target to reduce progressively to a cost-optimum average ATFM delay of one minute per flight
enroute by the Summer 2006, as a basis for the cooperative planning and provision of
capacity”. This Summer enroute delay target was reconfirmed by PC/27 for the medium term
(at least until 2013).
Actual delay for Summer 2009 was 1.2 minutes per flight enroute, a decrease compared to
Summer 2008, primarily due to the 7% reduction in traffic.
The “effective capacity” of the European ATM network would need to increase by 18%
between Summer 2009 and Summer 2014, to achieve and maintain the 1 minute enroute
delay target and meet the forecast traffic increase of 15%, (baseline growth, STATFOR
MTF Feb ‘10). Current local capacity plans indicate that this will not be the case and that delays
will increase further.
Over the same period 2009-2014, the high growth traffic forecast is 22% and, if the recovery is
slower than expected, the low growth scenario predicts an increase of just 7%.
The European ATM Summer season network capacity will need to be increased by 25% if the
traffic follows the high growth scenario.
The difference between the traffic growth and the required capacity increase comes from the
fact that the enroute delay target has not yet been met and a capacity increase higher than the
traffic growth is required to close the capacity gap as well as to meet future demand.
The following chart illustrates the historical and forecast evolution of the enroute ATFM delay,
traffic and “effective capacity”.
Summer Traffic, Delay & Capacity Evolution
35000 5,5 6,0

Traffic
30000
5,0
Movements per day
25000
3,6 Effective capacity Forecast 4,0
20000 3,1
3,0
15000 2,0
1,8
1,6 2,0
1,4 1,4 1,4
10000 1,2 1,2 1,3 1,2 1,2 1,1
1,0
1,0
5000
0 0,0
19 20 20 20 2 2 2 2 2 2 2 2 2 2 2 2
99 00 01 02 003 004 005 006 007 008 009 010 011 012 013 014
4
4.2. ACC capacity requirements

In March, following the update of the STATFOR traffic forecast, a range of capacity requirement
profiles are established for each ACC through the overall European ATM Network capacity
planning process for each year of the planning period, to provide early information and enable
flexible and interactive planning of ATM capacity and a better reflection of local needs and
realities.
The ACC capacity requirement profiles will again be updated following the September refresh of
the traffic forecast. The September capacity requirement profiles are agreed to be used as the
basis for cooperative planning and provision of capacity for the coming 5 years and will be
published in the traffic and capacity chapter of the LSSIP 2011-2015.
The capacity requirement profiles are based on the following planning assumptions:
 Achieving (by Summer 2010) and maintaining the PC average enroute delay target of 1
minute per flight;
 Traffic growth according to the STATFOR medium-term forecast (Mar 2010), low, baseline
and high traffic growth scenarios;
 Forecast traffic distributed over the current and the shortest routes available on the future
ATS Route Network, with generally unconstrained vertical profiles.
For the medium-term capacity planning of the European ATM network, capacity profiles are set
for existing and future ACC configurations (i.e. those planned to be operational between 2010
and 2014) in the ECAC area, by considering the whole ATM network and giving due
consideration to airport capacity constraints.
The 2011-2015 ACC capacity profiles are linked to the ACC capacity baselines that were
assessed during Summer 2009, and are agreed to be used as a reference for medium term
capacity planning. 2009 capacity baselines were also assessed for ACC configurations planned
for implementation between 2010 and 2015, thus allowing the derivation of capacity profiles for
future configurations.
The 2011-2015 planning cycle takes into account the following changes to areas of
responsibility for ACCs implemented or planned by various ANSPs:
Germany
 Karlsruhe UAC with the Upper Airspace of Munich ACC as from Winter 2012/13
 Munich ACC without the upper airspace as from Winter 2012/13
Turkey
 Ankara ACC – all Turkish airspace above FL235 from Winter 2010/11
 Istanbul and Izmir APP units – extended areas of responsibility below FL235 from
Winter 2010/11
UK
 Merge of Manchester and Scottish ACC into new Prestwick Centre from Winter 2009/10
Finland
 Merging of Tampere and Rovaniemi ACC into new Tampere Centre from Winter
2010/11
Capacity profiles are also provided for certain sector groups, on a bilateral basis, when
requested by ANSPs.
Note: the capacity requirement profiles will be used as a basis for local capacity planning for
the next LSSIP cycle 2011-2015. Current capacity plans cover the period 2010-2014. Even
though the latest STATFOR traffic forecast is available for 2016, local capacity plans are
currently available only until 2014 (ref. LSSIP 2010-2014), and therefore this document covers
only the period 2011-2014.
5
The following maps illustrate the capacity increases per ACC required by 2014 for the baseline
(medium, or reference) and high traffic growth scenarios.
6
4.3. Impact of traffic distribution on medium-term capacity planning

For medium term capacity planning, it is important to have a realistic traffic sample, taking into
account possible redistribution of traffic between the different ACCs. The following factors have
a significant impact on traffic distribution and on future capacity requirements:
 The implementation of free-route airspace in certain areas;
 The general improvement to route network efficiency resulting from route network design;
 The transition of the future traffic demand towards shortest routes and unconstrained
vertical profiles;
 The different enroute charges applied in different States;
In times of economic recession the importance of an efficient route network is magnified, with
many users preferring to take a delay rather than a route extension. The choice of route varies
between airlines and for different flights operated by the same airline, and is influenced by a
number of different factors, including time of day, rotation of flight (knock-on effect of delays),
fuel price paid, applicable route charges, position of the high altitude jetstream, and even the
currency exchange rate). Hence the need for alternative options and flexibility in the availability
of the route network and airspace structure.
4.3.1 Effect of traffic distribution via shortest and cheapest available routes
The impact of the traffic distribution (shortest/cheapest routes) remains high and the trend that
started 3-4 years ago still continues. The effect is significant on the SE Axis. These effects are
assessed through the capacity planning process and communicated on a regular basis to the
ANSPs. It is important to note that the traffic distribution differences might have a significant
impact as some ACCs experience a traffic growth depending on the choices made by the
aircraft operators, despite indications of traffic decrease given by the current forecasts. This
requires a certain flexibility in the preparations for the Summer 2010 to accommodate the user
preferred routes.
The maps below show the average daily differences in traffic demand between the shortest and
cheapest available routes and the routes flown during Summer 2009.
7
The following conclusions can be drawn from the maps above:

 Izmir, Makedonia, Athens, Tirana, Beograd, Ljubljana, Vienna, Padova, Karlsruhe,
Warsaw, Maastricht, Reims, Bordeaux, Paris, Odessa, Chisinau, Kiev and Tampere would
gain traffic if the capacity situation would allow aircraft operators to choose the shortest
and/or the cheapest route;
 Sofia and Budapest ACCs would have less traffic than the 2009 situation in both
scenarios; nevertheless, the loss would be reduced if aircraft operators were to select the
cheapest route;
 Zagreb, Brindisi, Simferopol and Yerevan ACCs would gain additional traffic if aircraft
operators were to select the shortest route, but demand would remain at similar levels if
the cheapest route option were chosen;
 Istanbul ACC would lose a significant amount of traffic if aircraft operators were to choose
either the shortest or the cheapest route; the loss is slightly less important if the cheapest
route option were to be selected;
 Milano, Marseille, Geneva, Zurich, Prague, Bratislava, Tallinn, Riga ACCs would lose
traffic if aircraft operators were to choose either the shortest or the cheapest route options;
 Bucharest ACC would lose traffic if aircraft operators were to choose the cheapest route
option;
 Skopje ACC would lose traffic if aircraft operators were to choose the cheapest route
option, but it would gain if the shortest route option were chosen.
It is also important to note that in 2009 the aircraft operators used, to the largest possible
extent and whenever possible, the cheapest available routes. Nevertheless capacity
problems on the SE Axis prevented the full use of the available options in terms of route
network to the aircraft operators
8
4.3.2 Development of local capacity plans
To ensure the required delivery of capacity in the medium-term, detailed capacity plans are
developed by the ANSPs for each ACC. The information included in this document is taken
from the medium-term capacity plans included in Local Single Sky Implementation Plan (LSSIP)
2010-2014. Details of ACC capacity enhancement initiatives can be found in the individual
ACC pages at the end of this document. The map below indicates the overall percentage
capacity increases planned for Summer 2014 with respect to the 2009 agreed ACC capacity
baseline.
Note that these capacity plans are based on the capacity requirement profiles 2010-2014, which
were calculated according to the STATFOR September refresh of the 2009 Medium Term traffic
Forecast (MTF).
The ACC capacity requirements shown on the maps in para. 4.2 reflect the new profiles,
updated in March 2010, based on the February 2010 STATFOR MTF. New capacity plans will
be developed in Autumn 2010 in response to these ACC capacity requirement profiles, and
these will be published in the LSSIP 2011-2015.
Comparison of current capacity plans (LSSIP 2010-2014) with the current reference profile
(March 2010, baseline traffic growth, shortest routes) can be found for each ACC in Annex 1.
9
5 MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS

5.1 Capacity Planning Processes
The Agency works closely with States, ANSPs and aircraft operators for the enhancement of
European ATM network capacity, through improved capacity planning processes and tools.
This is an ongoing process, requiring full commitment from all stakeholders and the
implementation of truly collaborative decision-making processes.
The Agency produces capacity requirement profiles for each ACC and provides support to
ANSPs to work them into the local capacity plans (detailed in the LSSIP). These are
consolidated annually into this European ATM Network Operations Performance Plan
Assessment for the period 2011-2014 in a dynamic, interactive and collaborative process.
The Capacity Planning Task Force, comprising capacity managers, planners and user groups,
discusses key improvements to the medium-term capacity planning process and tools and
agrees the work programme for the coming year. The development plan for the capacity
planning tools is discussed, prioritised and agreed with ANSPs and airline associations and
follows their expressed requirements.
The Agency widely distributes the common network capacity planning and airspace design tools
and data, and provides support and training to ANSPs. Through these actions a collaborative
and interactive capacity and airspace planning process has evolved.
The capacity requirements for the period 2011-2014 were derived within this cooperative and
transparent process. The Agency provides ANSPs with information concerning various
scenarios for future traffic demand, traffic distribution on the current and future route network,
route choices of aircraft operators, expected demand at sector group and ACC level, optimum
sector configurations, cost data, optimum delay information, airport demand, constraints etc.
ANSPs are provided with planning tools and databases (traffic samples, traffic forecasts,
current and planned airspace structure) to enable a more detailed local analysis of the future
capacity expectations and of the possible solutions to further increase ACC capacity. ANSPs
are expected to make full use of these tools to evaluate the potential for future capacity and
flight efficiency improvements, the need for more fundamental capacity enhancement solutions,
through to the development and implementation of well-based local capacity plans.
Through the Demand Data Repository (DDR), the Agency is ensuring a more dynamic and
systematic provision of data for the capacity planning and airspace design process, in a format
suitable for various tools.
To fully realise the benefits of an integrated approach between airspace design, ASM/FUA and
ATFCM, a more flexible approach to flight planning from the users is needed. EUROCONTROL
has initiated work to enable more flexibility in flight planning, and some users have initiated
improvements to their systems to allow this, but still more responsiveness is required from all
airspace users. Process and system improvements are required in the areas of flight planning
and airspace status notification.
5.2 Tools
The following tools are widely used in the Airspace Design and Capacity Planning process.
5.2.1 CAPAN
Within the past year, ANSPs in Austria, Belgium, France, Greece, Ireland, Maastricht UAC,
Switzerland, Turkey and Ukraine have requested the Agency to assess their sector capacities
with a CAPAN (Capacity Analyser) analysis. This uses the EUROCONTROL Airspace Model
as the simulation engine in a fully cooperative process involving operational controllers at the
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ACCs concerned, to determine the workload of simulated controller positions for a given traffic
sample. The capacity of the sector is deemed to be reached when the workload on any of the
simulated working positions (generally the radar controller or the planning controller position)
reaches a predetermined threshold. As a direct result of this analysis, a number of ACCs plan
to increase, or have already increased sector capacities.
5.2.2 Demand Data Repository (DDR)

The Demand Data Repository (DDR) was created in response to planners who need access to
a consolidated and integrated pan-European strategic view of traffic demand and distribution.
The DDR provides through a web application a simple and comprehensive interface allowing
generation and download of future traffic for planning purposes and past traffic for post-ops
analysis of traffic trends and statistics.
Past traffic demand samples are available for any day, for all Europe, from January 2006.
In addition, the DDR can generate a variety of traffic samples as follows:
- Future traffic samples with current traffic distribution (flight plan / flight plan enhanced with
radar data),
- Future traffic samples with new routings calculated on future environment.
- Past traffic samples with new routings calculated on future environment,
Three options are available for the generation of new routeings:
- shortest path (minimum route length)
- cheapest path (minimum cost taking into account route length and route charges)
- optimal path (minimum cost taking into account route length, route charges and
delays/overloads).
Access to the DDR is currently restricted to ANSPs and Airline Operators within ECAC.
Information on how to register to use the DDR may be found on the website:
www.eurocontrol.int/ddr
5.2.3 NEVAC
One of the key capacity planning tools is NEVAC (Network Estimation & Visualisation of ACC
Capacity), version 2.4 of which is now available. Features include:
o NEVAC/SAAM interoperability
o Geographical and statistical analysis of delay distribution in time and space;
o Demand volatility and fluctuation for ACCs, sectors and traffic volumes;
o Analysis of network effects in terms of protection and penalisation;
o Visualisation of future traffic with the possibility to change STATFOR scenarios or
specific growth parameters;
o Detailed analysis of local traffic increases and prediction of future hotspots;
o Improved Configuration Optimiser (ICO).
www.eurocontrol.int/nevac
5.2.4 SAAM
Airspace design is continually being improved through the development and utilisation of the
powerful SAAM (System for Traffic Assignment and Analysis at Macroscopic Level) tool, which
enables a quick and reliable assessment of various airspace structure proposals and the
development of optimised solutions for airspace design and utilisation, with respect to both
capacity and flight efficiency. During 2010, SAAM ‘Layers’ will be implemented – this new
approach to building the airspace structure database will enable planned airspace projects to be
selected or deselected as required for the assessment of each new airspace proposal.
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This new approach will considerably improve the powerful ‘what if’ function necessary for the
efficient evaluation of airspace design proposals. When fully implemented, it will ensure
improved accuracy of the database and facilitate the inclusion of changes.
www.eurocontrol.int/saam
5.3 Demand Forecasting

The EUROCONTROL Statistics and Forecasting (STATFOR) unit provides short, medium and
long term traffic demand forecasts at State level. The STATFOR service of statistics and
forecasts is discussed and reviewed by the STATFOR User Group, a body of European
forecasting and statistics experts that meets regularly and organises ad hoc workshops.
STATFOR refreshes the main inputs in September in addition to its original full Medium-Term
Forecast published in February.
The highlights of the forecasting method are:

 The February and September Short Term Forecast (STF) are the same as the annual
MTF at zone-to-zone level of detail. Increasingly in the later months of the STF, economic
factors influence the growth forecast.
 The STF incorporates future schedule data.
 The STF is baselined on the CFMU traffic counts, like the MTF, rather than the Central
Route Charges Office (CRCO) counts as before.
 The STF is now constrained by airport capacities (though the effect at the moment is
negligible).
 The STF looks 2 years ahead. It will continue to be produced 4 times a year. The
February and September STF reports are integrated into the MTF reports as the two
forecasts are aligned. Single STF reports are produced in May and December.
 The MTF looks 7 years ahead. It is produced in February and refreshed in September. It
combines flight statistics with economic growth and models of important drivers in the
industry such as costs, airport capacity, passengers, load factors, aircraft size etc. High,
baseline and low growth scenarios are presented.
 The MTF is refreshed in September. This is done through a rerun of the MTF, updating
only the economic growth, input data and aligning the traffic counts with the September
STF. A short report on the MTF update is published and data provided to the capacity
planning process.
 Long-term forecasts are published every two years and look at a range of distinct
scenarios of how the air traffic industry might look in 20 years time. This allows a range of
‘what if?’ questions to be explored, for factors inside the industry (e.g. the growth of very
light jets, or of point-to-point traffic) or outside (e.g. the price of oil, environmental
constraints).
More information on STATFOR can be found by following the link below:
www.eurocontrol.int/statfor
Much work is performed by the Agency to provide a range of demand forecasts to ANSPs.
Nevertheless, there is still insufficient input from aircraft operators and from other sources of
information. Through DMEAN, tools and support processes are being defined to improve the
quality of data and to ensure regular updates.
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6 ENROUTE & TERMINAL CAPACITY ENHANCEMENT

Airspace structure development, including the implementation of Free Route Airspace and
improvements to the ATS route network and sectorisation are designed to enable more efficient
use of the European airspace network. Local initiatives are discussed and coordinated at
network level by the EUROCONTROL Route Network Development Sub Group (RNDSG) of the
Airspace & Navigation Team (ANT). Members of this group include ANSPs from all the ECAC
States, FAB representatives, airspace user groups, military organisations, ICAO and flight
planning service providers.
6.1 The Airspace Action Plan

The Airspace Action Plan provides a structured approach to enhance European ATM Network
Capacity and Efficiency. At its 28th meeting, the EUROCONTROL Provisional Council
approved the Airspace Action Plan, which covers the need for an efficient pan-European ATM
Network approach and proposes a number of concrete actions to improve network efficiency
and capacity through the creation of an efficient ATS Route Network (ARN), combined with
flight efficiency scenarios to safely and efficiently accommodate the expected traffic growth. The
plan responds to the high level objectives of the Single European Sky and will help to eliminate
fragmentation.
A number of the actions included in the Airspace Action Plan are now embedded in the Flight
Efficiency Plan (FEP) for a fully coherent approach to improving the airspace structure and
usage, and to accommodate, to the greatest extent possible, the needs of all airspace users.
6.2 The Flight Efficiency Plan

The considerable investment and collaborative actions to increase enroute capacity over the
last 15 years (airspace structure development, RVSM, FUA, ATFM) have also improved the
efficiency of the enroute network, with the associated fuel savings being directly translatable
into environmental benefits.
Nevertheless, ATM faces increasing pressure from two areas: airspace users continue to press
for more direct routes, and the climate change challenge generates public and political pressure
for improved flight efficiency.
To respond to these challenges and to ensure a continued performance driven planning
process, the PC/27 approved a flight efficiency target that requires a reduction in the European
average route extension per flight of two kilometres per annum until 2010. Within the
framework of the Single European Sky II (SESII) Performance Implementing Rule, this target
will be superseded by a target to reduce the distance flown by a certain percentage (likely to be
0.7%) during the first reference period 2009-2014.
The Flight Efficiency Plan was drawn up by EUROCONTROL, IATA and CANSO in August
2008, in a joint effort to identify solutions and launch operational actions that will lead to fuel and
emissions savings in the short term.
Good progress has been made with the implementation of the measures included in the Flight
Efficiency Plan with respect to the airspace design actions.
In 2009, in terms of airspace design efficiency, if all flights were to have used the route network
without any route restrictions and with all CDR permanently available, the distances flown would
have decreased on average by approximately 0.5 NM, when compared to 2008. This means,
for the full year, total savings of approximately 4.4 million NM, giving an average daily saving of
approximately 12000 NM. The route extension due to airspace design and flight planning
reached their lowest levels ever in 2009.
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Full details of improvements already achieved in response to the Flight Efficiency Plan are
available in the Network Operations Report for 2009 – the web version may be downloaded
from the EUROCONTROL Capacity Enhancement Function website: www.eurocontrol.int/cef
reference documents page.
6.2.1 Action point 1: Enhance European Airspace Design
Action point 1 is to improve the airspace structure through the gradual implementation of
successive versions of the ATS Route Network (ARN Vn). ARN V6 is in its implementation
phase and the development of ARN V7 is well underway. The following diagram shows the
time-frame for the short-term and medium term airspace structure development.
The Advanced Airspace Scheme (AAS) is based on an advanced concept for airspace design
and is an evolving roadmap for the European ATS Route Network from which successive
versions of the ATS Route Network and annual improvements are derived, in close cooperation
with States’ civil and military authorities, ANSPs and airspace users.
ARN V7 fully embraces the AAS Route Network and is being developed on the basis of a
coherent integration of network, ECAC interface, FAB, sub-regional, State/ANSP or local plans.
The following elements are covered:
 ATS route network improvement projects;
 Resectorisation projects;
 Terminal Airspace redesign projects;
 Night Route/weekend route projects;
 Free Route Airspace projects;
 Airspace adjustments to facilitate the implementation of RVSM by the Russian Federation
on 17 November 2011;
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 Airspace adjustments to facilitate the implementation of reduced North Atlantic Track

separation in 2012;
 Compatibility between upper and lower airspace;
 Identification and assessment of ASM/ATFCM solutions;
 Coherency of airspace design and airspace rules;
 Consistency of CDR description and application.
The development of ARN Version-7 is impacted by the developments currently taking place in
the context of the SESII package. A first reference period for the Implementing Rule on the
Performance Scheme has been set from 2012 to 2014. The second reference period has
initially been set from 2015 for a five year period. Associated environment/flight efficiency
enroute network targets will be set for both reference periods.
To synchronise the European airspace network developments with the requirements set in the
SES II Implementing Rule on the Performance Scheme, the timeframe of the ARN Version-7
has been extended by one year, with the development phase, including the validation, running
until Spring 2012 and the phased implementation of ARN Version-7 commencing in Spring
2011 and continuing until Autumn 2013. The ARN Version-7 will be a major contributor to the
achievement of the SES II performance scheme targets
The first Concept of Operations and Catalogue of projects for ARN Version-7 will be available
by the end of 2010. All medium-term projects will be integrated into a coherent plan, providing
a consolidated overview of the European airspace design improvements planned for 2011,
2012, 2013/2014.
Some of the projects currently under development impact the overall European ATS route
network and it is essential that any inconsistencies are resolved prior to implementation. In this
respect, it is necessary that all States, ANSPs, FAB initiatives and sub-regional group activities
proactively provide the information to the Route Network Development Sub-Group on a timely
basis to support the required network approach. This will ensure transparency and coherency
of all the airspace design work.
The consolidation of all medium-term projects into one single view of the European airspace
design for 2011 and beyond ensures:
 Clear visibility of the evolution of the European airspace structure until 2014;
 Identification of network effects;
 Identification of inconsistencies between FAB, sub-regional or national projects;
 Identification of corrective actions to ensure an integrated approach and to maintain
consistency of the overall European airspace design, including at its interfaces;
 Harmonisation of operations in the European airspace;
 Clear identification of benefits.
The ARN V7 airspace improvement proposals range from minor ATS route alignments and
designation changes to large scale reorganisation of busy airspace. The following paragraphs
describe the major airspace changes foreseen to be implemented, that are expected to result in
significant airspace improvements.
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6.2.1.1 ATS Route Network and Reorganisation of Airspace

 Bordeaux UAC reorganisation of and redefine Barcelona/Madrid/Bordeaux (BAMBI)
interface: Summer 2012.
 Budapest FIR: Bucharest FIR MOPUG dualisation: Phase 2/3 Autumn/Winter 2011
 Bucharest FIR/Simferopol FIR: Ankara FIR KUGOS dualisation Phase 1: Summer 2013.
 Croatia and Bosnia major reorganisation of airspace is planned for 2012
 Finland merge of Tampere and Rovaniemi ACCs 2011
 France UIR: Brussels UIR specialised ATS routes within Reims/LUX interface (and possible
resectorisation UR, XR, KR, HR: UE, XE, KE): Summer 2013.
 London UIR North Sea area. review CDR categorisation: Autumn 2011.
 London UIR North Sea ATS route network reorganisation: Summer 2013.
 Germany - major reorganisation of airspace Karlsruhe/Munich planned for 2012/13
 Skopje FIR/Hellas UIR: reorganisation of interface area/Transfer of Control Points if ATS
routes over Kosovo are re-established: Summer 2013.
 Skopje FIR: Hellas UIR: Beograd UIR Dualisation of points RAXAD/MAKED: Summer 2013.
 Turkey – Ankara ACC will assume responsibility for all airspace above FL235 in 2011
 Warszawa FIR/Bratislava FIR LENOV dualisation: Winter 2011
 Re-establishment of upper ATS routes over Province of Kosovo for civil traffic: 2013.
 Warszawa FIR/Bratislava FIR: reorganisation of JAB interface area: Summer 2013.
6.2.1.2 Airspace Structure and Sectorisation

 Beograd UIR: lower airspace reorganisation; full implementation of FUA in Autumn 2011.
 Lisbon FIR new upper sector 2011 if required
 London ACC Dover/Lydd Sector development/ Summer 2013.
 Ljubljana FIR Additional Ljubljana ACC sector: Summer 2012.
 Maastricht UAC additional sector for Brussels Sector Group: Summer 2012.
 Munich FIR BAVARIAN TOP overflow sector, CHIEM High sector FL 365+, INN east/west
sector split/ Summer 2013.
 Nicosia Fir 4th en-route sector and new Larnaca TMA 2012.
 Sarajevo FIR airspace re-organisation/ BiH ATM Project: Phase 2 December 2011.
 Tirana ACC new sector 2011
 Vienna ACC additional sectors 2014
 Vilnius additional sector 2011 if required
 Warszawa FIR Polish Airspace Project 2010+/ Winter 2011-2014.
 Zagreb ACC additional sectors planned for implementation throughout the period
6.2.1.3 Night / Week-end Routes

 DANUBE Night routes between entry/exit points of Bucharest FIR / Autumn 2012.
 DANUBE Night routes between entry/exit points of Bucharest FIR and Sofia FIR, including
major TMAs/ Autumn 2012.
Ireland/ UK/ Maastricht UAC/ Germany have jointly implemented night direct routes for North
Atlantic oceanic arriving traffic. The further deployment of the European night direct routes
network continues in the context of FABEC, BLUEMED, FABCE, DANUBE. A complete picture
of the existing, planned and proposed night route network is continuously updated.
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6.2.1.4 Free Route Airspace

 Sweden UIR/ Copenhagen FIR NUAC Free Route Airspace/ Summer 2012.
 Beograd UIR Free Route within Beograd UIR/ Summer 2012.
Portugal, Ireland and Sweden are already operating free route airspace in the major part of their
airspace. Free Route initiatives continue to evolve, with projects at various stages of planning
in Finland, Germany, Maastricht UAC, Norway, Serbia and others planned within the context of
the Functional Airspace Blocks.
From a European network airspace design perspective, this individual approach is encouraged
and a Free Route Airspace Concept of Operations is being developed within the RNDSG and
will be finalised by the end of 2010. This, combined with operational and technical support from
the Agency will facilitate implementation at European Network level.
6.2.1.5 FAB Initiatives
As part of the coordinated ATM network development approach. the Route Network
Development Sub-Group supports FAB developments through the provision of operational
expertise and skilled tools manipulation for the detailed airspace design projects, the evaluation
of flight efficiency and capacity benefits, the integration of military airspace requirements, and
the preparation of prototype and real time simulations.
The support provided by the Agency allows step-by-step consolidation of the airspace proposals
in the context of an individual FAB and the integration of these proposals into the network
airspace structure development. This supports the interconnectivity of the overall network and
the consolidation of individual projects inside a FAB and at the interface.
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RNDSG ROLE:
FAB
Regular FAB briefings AAS: Advanced
Initiatives Airspace Scheme
o Current developments
Pan-European
o Share best practice Network
o Long term projects
o Project synchronisation
o New Ops Concepts
Regional Consolidate AAS network
Groups o Interconnectivity ARN VST, V6, V7
o Complete network view o Short and Medium
term projects
o Derive new projects
State
o Derive new ARN Versions
Proposals
 FAB Europe Central (FABEC)

Close cooperation continues with the FABEC through the technical and operational support
provided to the FABEC airspace design working groups. Good progress is being made in
consolidating individual projects, overall FAB view and overall European network view.
In addition to the general airspace redesign projects, specialised working groups are addressing
the most penalised city pairs and the night route network. Preparatory work continues for the
preparation of the first FABEC real time simulation and the supporting first prototype simulation.
Given the complexity of the projects
addressed, good progress is being
made with the airspace design in
FABEC. Proposals concerning the
night route network have been
implemented or are scheduled for
implementation in the short term, but
more ambitious solutions need to be
found for the most penalised city pairs
to allow improvements for day-time
periods.
Airspace Structure Development

o FAB EC DVR Group reorganisation of the Belgium/UK interface including North of France
(CBA1/UL607) and South of Netherlands/ Summer 2013.
o FAB EC NTM/DIK Group elimination of the UN852/UN853 cross-over over DIK and in the
PENDU area/ Summer 2013.
o FAB EC French/German CBA/ Summer 2013.
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 Blue Med FAB

A catalogue of airspace design
proposals has been developed
covering the short, medium and long
term. Special attention is being given
to the feasibility of implementing free
route airspace during the night in parts
of the Blue Med FAB. In parallel, work
is in progress to consolidate the
operational concept and other
operational aspects related to the Blue
Med FAB.
Good progress has been made with the airspace projects development in the context of Blue
Med and the implementation of some of the projects is expected in the short- to medium-term.
Airspace Structure Development:
o BLUE MED 24 route network improvement proposals/ proposed 2012.
o BLUE MED 4 route network improvement proposals/ Summer 2013.
 FAB Central Europe (FAB CE)

A study is being made on the future
evolution of the European night direct
route network in the FABCE airspace.
More intensive work is expected in the
future including the development of
concrete airspace proposals.
 UK-Ireland FAB
The IAA and NATS have jointly
published the 2010-2013 FAB Plan, to
integrate North Atlantic, Domestic
(Irish/UK) and European traffic flows,
establishing even more operational
synergy across the airspace of the two
countries. Good cooperation and
support continued in the context of the
development of the NAT Night Fuel
Saving Routes Initiative. Appropriate
links are in place to ensure a good
interconnectivity with similar initiatives
within the FABEC or other adjacent
airspace.
Airspace Structure Development
o Optimisation of ATS route network, Free Route Airspace Operations and Night routes
o FAB UK/Ireland review interfaces of FAB EC developments/ Summer 2013.
o Optimisation of sectorisation within FAB and at interfaces/2013
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 Danube FAB
A catalogue of airspace design proposals

has been developed covering the short,
medium and long term. EUROCONTROL
supports the development of this catalogue
and the assessment of the benefits.
Proposals take into account the overall
European ATS route network evolution but
also the implementation of more advanced
concepts (Free Route or Free Route-like).
A real time simulation is under preparation
and is expected to take place in 2011.

o DANUBE MOPUG dualisation/ Winter 2011.
o DANUBE FREE ROUTE – Romania – Spring 2011
o DANUBE IRMAL dualisation/ Autumn 2012.
o DANUBE INKOM dualisation/ Autumn 2012.
o DANUBE 19 route network improvement proposals / 2012.
 North European (NE) FAB

ATS routes will be optimised throughout the
NEFAB area to offer more options; Free
Route Airspace and direct routing concepts
will be implemented where operationally
and technically feasible. Main traffic flows
are given priority and efficient connectivity
between ATS Routes and terminal routes is
assured. Route continuity and connectivity
will be assured across NEFAB and at
interface areas. Airspace Design, ATFCM
and ASM will be closely linked.
o To implement Free Route Airspace within NEFAB area above FL 285, to improve the
airspace structure between the FIR/UIR of Copenhagen, Finland, Norway, Riga, Reykjavik,
Sweden and Tallinn, by Summer 2015.
6.2.1.6 ASM/ATFCM Enhancements

The ASM/ATFCM processes aim at addressing possible hidden capacity through identifying
solutions based on more proactive airspace management and ATFCM. Particular ‘hot-spots’ are
identified and solutions proposed that will relieve congestion without adversely effecting the
performance of the network as a whole. Ideally alternative routeing possibilities would be offered
to meet diverse user requirements.
o Milan FIR reorganisation of LIR49 – Aviano area / Summer 2012;
o Reorganisation of French military areas
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6.2.1.7 Most Penalised City Pairs
For the 50 most penalised city pairs, EUROCONTROL has coordinated the development of a
comprehensive catalogue of improvement proposals, together with their operational feasibility
assessments. Detailed implementation projects are further developed by States and/or by FAB
initiatives and are coordinated by expert groups.
Route network improvement proposals for the most penalised city pairs are gradually being
deployed, with some aiming initially at a limited implementation of an improved night route
network. Most of the proposals are for direct segments that are offered by ATC on a tactical
basis. By making these available for flight planning even for limited periods, users will be able to
reduce the fuel carried.
6.2.2 Action point 2: Improve Airspace Utilisation and Route Network Availability
 Actively support and involve aircraft operators and the computer flight plan service
providers in flight plan quality improvements
 Gradually apply route availability restrictions only where and when required
 Improving the utilisation of civil/military airspace structures
Flight Efficiency Support Function

The Flight Efficiency Support function was established on 1 February 2010 within the CFMU Ops
Room, with the purpose to improve flight efficiency and reduce fuel emissions. This function,
together with the Military Liaison Officer (MILO) position, is an essential contribution to meeting
the needs of ANSPs and airspace users by delivering improved flight efficiency and reduced
emissions.
The Flight Efficiency Support Function executes following main activities:
 Tactical Airspace Management
The CFMU executes operational procedures for the tactical management of airspace that is
made available with sufficient advance notice to offer shorter routes at the flight planning stage.
The MILO plays an important role in coordinating military airspace availability.
 Identifying opportunities
The CFMU identifies flights that could benefit from the opportunity to use shorter routes. When
airspace becomes available, the CFMU identifies filed flights that would benefit from a shorter
route by taking advantage of newly opened airspace. The ATFCM situation and network
perspective is also taken into account.
 Identification of RAD measures affecting regulated sectors
The CFMU identifies RAD measures that have a negative impact on flight efficiency, and, where
possible, uses alternative (more efficient) possibilities that do not have a negative impact on the
capacity of the network.
Further developments of the Flight Efficiency Support function and tools are envisaged within the
ASM Improvement Initiative. The full deployment of this service is linked to, and depends on,
additional automated tools that will be delivered within future CFMU Software Releases.
2011 ASM rolling process
The ASM Improvements Initiative focuses on the short and medium term (up to 2011)
improvements. In the short term a number of improvements have been achieved; one of them is
the enhancement of the so-called snapshot process, supported by the deployment of the CFMU
Interface for Airspace Management (CIAM), phase 2.
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In 2011, one of the tasks is to further improve this process, making it a more dynamic, rolling
process. The driving idea behind this concept is to introduce the possibility to upload changes to
the airspace structures to the CFMU database, as part of the Airspace Data Repository (ADR),
and to provide notification to the users as they occur.
The focus is on the improvement of the planning process, following a review of current
procedures; in particular there is a need to assess the parameters for when and how changes
within a certain timeframe can be effectively notified to users and processed for flight plan
purposes.
ASM Solutions
The ASM solution aims at improving the present practices in order to overcome capacity
constraints and provide efficient flight operations of both civil and military airspace users.
The main objective of the ASM Solutions development is to identify “hidden” airspace capacity
and flight efficiency solutions by taking advantage of the full potential of airspace management.
To deliver extra capacity and flight efficiency, the design of TRA/TSA and their associated
airspace planning and allocation processes and procedures will be reconsidered. The enhanced
ASM processes will consider various levels of flexibility, either in time or in spatial location
(vertical or horizontal), permitted within the planned civil or military flight operations.
The ASM solutions are particularly important in the context of the ARN V7 that will include further
solutions for the most penalised city pairs, the further deployment of the European night direct
route network, and solutions offering the airspace users several routing options.
ATFCM
The CFMU continues to develop Air Traffic Flow & Capacity Management (ATFCM), working with
ANSPs and aircraft operators to achieve a better utilisation of ATM capacity and a better
integration of ATFCM and ASM processes. Major airspace changes, the implementation of new
ATM systems and other special events are coordinated at European level through extensive
preplanning and coordination process carried out between the key players, under CFMU
coordination.
6.2.3 Action point 3: Efficient Terminal Airspace

 Identify and implement improved airspace solutions for 10 critical Terminal Airspaces.
Work is ongoing to enhance the airspace structure and/or introduce PRNAV within the
Terminal Airspace of several States, including Austria, Belgium, Cyprus, Italy, Norway,
Poland, Spain, Turkey and UK.
Terminal Airspace Improvements
 P-RNAV Beograd TMA/ Autumn 2011.
 New Barcelona TMA/ Summer 2012.
 London TMA project/ Summer 2012.
 London TC North Project Part 2/ Winter 2012.
 Sofia FIR common Terminal Airspace System/TAS for Burgas and Varna airports/
Summer 2013.
 Reassessment of Prague TMA (parallel runway operations)/ Summer 2013.
 London TC collaborative TMA developments/ Winter 2013.
 Norway UIR SNAP Southern Norway Airspace Project/ proposed 2013.
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 Integration of Terminal Airspace into the overall network

A proactive approach towards the integration of Terminal Airspace into the ATM network has
been launched. This includes the collection of data concerning terminal airspace and approach
units, clarification of the capacity plans for congested European Terminal Airspace and the
identification of bottlenecks. Specific proposals will be developed to enhance terminal airspace
design, improve flight efficiency and capacity, and to take advantage of enhanced navigation
capabilities and new ATC techniques. All these initiatives will be followed up through bilateral
discussions with ANSPs, in a similar process to that of enroute capacity planning.
6.2.4 Action point 4: Optimise Airport Operations
 Continuous Descent Approach (CDA) Action Plan

A European Joint Industry Continuous Descent Approach (CDA) Action Plan aimed at
implementing CDA in accordance with ICAO and EUROCONTROL guidance was officially
approved and launched in 2009. The plan will ensure widespread adoption of harmonised CDA,
with the overall target being to roll-out CDA at a minimum of 100 ECAC airports by the end of
2013.
The aim is to promote and facilitate the widespread usage of CDA:
o To as many airports as possible
o For as many flights as possible
o For the longest extent possible for each flight and
o Optimising existing modes of operation where possible
ANSPs/airports are asked to commit to one or more of the following agreements
o Agreement to evaluate feasibility of CDA implementation
o Agreement to implement CDA if evaluation proves it is possible
o Agreement to formalise CDA if it is already offered
CDA: current situation
o 22 airports in Europe have published a CDA that is being formally offered for the longest
extent possible at some stage of the day. One other airport offers CDA and measures
compliance but has not yet published
o 11 airports have CDA implementation trials in progress
o 50+ have committed to investigate CDA feasibility
o 18 ANSPs/airports have already agreed to host a presentation or workshop by the end of
2010
o Joint workshop planned for 2nd/3rd Quarter 2010 (EUROCONTROL, IATA, CANSO, ACI and
ERA)
 Accelerate the implementation of Airport CDM

The deployment of Airport CDM continues to support operational Airport-Network integration, but
more involvement is required from all interested parties to ensure a harmonised deployment that
responds to the requirements expressed by the airspace users.
Note: for full details on all airport initiatives, please see Chapter 9
23
6.2.5 Action point 5: Improve Performance Awareness

A web-based training module on flight efficiency has been launched by the CFMU, intended for
staff involved in Air Traffic Flow Management and ATM in general to increase their awareness of
aircraft priorities. It addresses the basics of aerodynamics, aircraft and engine performance,
choice of optimum routes and levels, cost index and much more.
In addition, a Flight Plan and ATFCM adherence campaign has been launched, aimed at
increasing pilot and controller understanding of the consequences of tactical deviations from the
filed flight plan and non-adherence to ATFCM slots.
6.2.6 Next Steps
There has been good progress to implement the actions foreseen in the Flight Efficiency Plan.
Nevertheless, more emphasis is needed for:
 The further development and implementation of dynamic and flexible airspace design
solutions to support improved flight-plannable routes between the most penalised 50 city
pairs;
 A more open approach to solutions involving ATS delegation, cross-border areas and shared
civil/military use of airspace;
 A more flexible approach towards airspace utilisation, particularly in respect of the RAD
applicability;
 Prioritisation of the development of ATM system support for improved airspace utilisation;
 Rapid expansion of free-route-like initiatives;
 A harmonised and accelerated deployment of A-CDM.
24
7 ACC CAPACITY ENHANCEMENT MEASURES

This section summarises the initiatives, other than airspace structure development, undertaken
by ACCs to improve capacity within the current planning cycle.
Details of the capacity plans for individual ACCs can be found in the ACC Annex 1 : ACC TRAFFIC
& CAPACITY.
7.1 Additional Controllers

Most ANSPs have an ongoing recruitment programme to replace air traffic control staff lost
through retirement etc, but some are planning to employ additional controllers to enable the
opening of optimum configurations and meet expected demand for at least part of the planning
cycle. These are: Copenhagen ACC, Maastricht UAC, Nicosia ACC/APP, Prague ACC, Swedish
ACCs, Swiss ACCs, Tallinn ACC, Turkish ACC/APP, Vienna ACC/APP, Warsaw ACC and
Zagreb ACC.
7.2 Increased sector throughput and the use of optimum configurations

Dynamic and flexible sectorisation and configuration management, adaptation of sector opening
times and improved flexibility in staff rostering remain key measures for better adaptation of the
available capacity to the demand, leading to effective and sustainable reduction of ATFM delays.
The Italian ACCs will tactically revise their sector loads. Zagreb ACC plans to further increase
declared sector capacities / monitoring values.
Several ACCs plan to improve their sector configuration management, through airspace
reorganisation and/or improved staff deployment - these are: Belgrade ACC, Bratislava ACC,
Copenhagen ACC, French ACCs, Karlsruhe UAC, Langen ACC, Lisbon ACC, Ljubljana ACC,
Maastricht UAC, Norwegian ACCs, Prague ACC, Spanish ACCs, Tallinn ACC, Vienna ACC,
Warsaw ACC and Zagreb ACC.
7.3 New ATM systems and ATM system upgrades

Several States plan new ATM systems, system upgrades and/or implementation of additional
technical functionalities that will generate increased capacity during the planning period:
 Albania: new ATM system and facilities
 Austria: multi-sector planning, MTCD, stripless display, new COOPANS ATM system
 Azerbaijan: new ATM systems in Baku, Ganja and Nakhchivan
 Belgium: implementation of new ATM system, CANAC 2
 Croatia: extension and modernisation of ATM system
 Cyprus: new ATM system and Larnaca TMA
 Czech Republic – improved system functionalities
 Denmark –upgrade of ATM system followed by COOPANS implementation
 Estonia – ATM system renewal
 EUROCONTROL Maastricht UAC: full exploitation of FDPS and Traffic Management System
 FYROM: ATM system upgrade
 Germany: implementation of new ATM system (P1/VAFORIT) system at Karlsruhe UAC and
P1/ATCAS system upgrade at Munich and Langen ACCs
 Greek ACCs: MTCD and FDPS upgrade
 Hungary: new ATM system software and introduction of multi-sector planning
 Irish ACCs: ATM system upgrade
 Latvia: additional system functionalities
 Poland: new ATM system
 Serbia: new ATM system FAMUS
25
 Slovak Republic: new ATM system

 Slovenia: new ATC ops room
 Spanish ACCs: ATM system upgrade
 Swedish ACCs: new ATM system COOPANS
 Swiss ACCs: implementation of stripless ATM system
 Turkey: implementation of SMART ATM system combined with complete reorganisation of
airspace
 UK: Implementation of iFACTS ATM system at London ACC; electronic flight data at
Manchester ACC and Prestwick ACC
The map below shows major ATM system and airspace changes planned during the period, that
are likely to result in a short term temporary reduction in capacity.
These system changes pose a significant challenge to the smooth operation of ATM in Europe. A
high level of cooperation and preparation at ATM network level is essential, starting with the
medium term planning phase through to tactical operations. A fully integrated planning,
encompassing all phases, will need to be in place to ensure that operational performance is
maintained at acceptable levels.
The EUROCONTROL Agency provides support to ANSPs involved in the implementation of new
ATM systems in terms of simulation, coordination, technical expertise, airspace & capacity
planning, and ATFCM during the transition period, and full involvement and cooperation will be
required from all ATM partners.
7.4 Other Local Capacity Enhancement Measures

Additional capacity benefits will result from improvements to Letters of Agreement (LoA) between
ATC units, more effective civil/military cooperation processes, capacity management processes,
etc.
26
8 PAN-EUROPEAN CAPACITY ENHANCEMENT PROGRAMMES

The Agency continues to work in close cooperation with States, ANSPs and aircraft operators to
progressively enhance and optimise the use of the available European ATM capacity in a cost-
effective manner. The objectives of the Technology Deployment Programmes are as follows:
In the field of communications, the objective is to increase the efficiency of the use of the
available VHF spectrum by offloading routine messages to CPDLC (LINK 2000+ Programme)
and by deploying more VHF channels in the available spectrum. This will allow the use of the
VHF spectrum to support operations until the future communication system is in place.
In the field of navigation, the objective is to increasingly rely on satellite based on navigation,
supported by a backbone of ILS and DME installations and allowing the decommissioning of VOR
and NDB. This will generate an improved navigation performance together with an infrastructure
cost saving on the ground, reflected in route charge reductions.
In the field of surveillance, the objective is twofold:
 to make aircraft “surveillance future-proof” by equipping them with transponders adapted to
Mode S, WAM and ADS-B;
 to provide the operational, safety, standardisation and pre-operational validation framework
to enable deployment of the appropriate surveillance technology.
This allows ANSPs to make use of the most cost-effective and efficient surveillance technique or
combination of techniques for the operational environment.
In the field of safety nets and ATC tools, the objective is to deploy properly tuned safety nets
and controller support tools such as system-supported coordination, conflict detection and
monitoring aids in both en-route and terminal environments. This will ensure that controllers can
provide a more efficient service and can safely handle increasing traffic volumes where required.
In addition, support is given to early establishment of regulatory requirements for the new TCAS II
Version 7.1, which provides improved airborne collision avoidance safety performance.
In the field of aeronautical information management, the objective is to make all information
available in a uniform digital format so that ANSPs and aircraft operators can easily use and
exchange the latest information. This will increase safety and reduce the costs associated with
the maintenance of paper documentation and a variety of legacy systems.
In addition two major changes to Flight Data Processing Systems are being prepared: aircraft
identification changes and flight plan format changes, both planned for 2012.
ND Technology Deployment
Navigation VOR/NDB GNSS APV

A-RNP
on board
Infrastructure guidance all airports
All ATSUs
5 ACCs 20 ACCs
ELS-EHS ELS-EHS
extension extension
8.33 kHz 8.33 kHz

Below FL195 Forward-fit Retro-fit
ADS-B ADS-B
Forward-fit Retro-fit
CPDLC ACCs CPDLC

Forward-fit equipped Retro-fit
20 Airports
10 Airports 30 Airports
+ 5 ACCs
Initial Ops eTOD Full Full Ops

In EAD Deployment In EAD
2010 2011 2012 2013 2014 2015 2016 2017
27
8.1 LINK 2000 Programme

The LINK 2000+ Programme packages a first set of Enroute Controller/Pilot Datalink
Communication (CPDLC) services into a beneficial and affordable set for implementation. LINK
2000+ implements 3 basic services that automate the routine tasks that currently account for up
to 50% of Controller time: ATC Communications Management, ATC Clearances and ATC
Microphone Check.
ANSPs will need to update their flight data processing systems (FDPS) and HMI systems.
Communications Services providers e.g. ARINC and SITA need to deploy the ATN/VDL Mode 2
air-ground datalink. Airspace Users need to equip with pilot HMI, CPDLC Avionics and VDL Mode
2.
The milestones for the LINK 2000+ Programme are defined in the Datalink Services
Implementing Rule i.e. COMMISSION REGULATION (EC) No 29/2009 published on Jan 16th.
These are summarised in the figure below.
Aircraft Forward Fit New aircraft conform
ANSPs LINK/Core Region
Aircraft Retrofit Fit
ANSPs Whole of EU
1st Jan 2011 7th Feb 2013 5th Feb 2015
2009 2010 2011 2012 2013 2014 2015 2016
The regulatory requirements are expressed in COMMISSION REGULATION (EC) No 29/2009

published on 16 January 2009. Supporting material for the LINK Programme:
 the Justification Material for the Draft Implementing Rule On Data Link Services Edition 2
dated 19 October 2007;
 the EUROCONTROL SPECIFICATION on Data Link Services V2.1 28 January 2009;
 Various Guidance Documents for implementers, Aircrew and Controllers.
Further information is available on the LINK 2000+ Website www.eurocontrol.int/link2000.
8.2 8.33 kHz below FL195

The 8.33 KHz above FL195 programme is complete. The expansion below FL195 is now
required. The implementation plan will be phased to target busy airspace first finally ending with
8.33KHz as the communications means throughout European airspace. Impacted systems are
ground radios and controller working positions and airborne radios
The main proposals for Implementation Milestones being discussed are shown in Figure 2.
These proposals include a forward-fit requirement for all new radios plus two phases of retro-fit:
Phase 1: Aircraft intended to operate IFR flights in A, B, C and D class airspace
Phase 2: The whole of European airspace.
28
These proposals will follow the formal consultation stages of the regulatory process described
below prior to any firm decisions being taken.
Figure 2 - Possible Milestones
European Commission Regulation (EC) No 1265/2007 of 26 October 2007 addresses 8.33 kHz
implementation above FL195. This Regulation will be updated to address implementation below
FL195,in three main stages:
- Regulatory approach development and consultation,
- Draft Implementing Rule production and consultation,
- Updated Rule adoption
The figure below shows the timetable for the above process and the expected dates for the
consultation workshops (WS) and the 8.33 Programme Steering Group (PSG) meetings.
8.3 Aeronautical Information Management Projects

A global strategy/roadmap for the transition from Aeronautical Information Services (AIS) to
Aeronautical Information Management (AIM) is prepared. This covers short, medium and long
term developments. System Wide Information Management (SWIM) is a foundation for SESAR
and NextGen.
In the short term work focuses on:
 Increased Data Quality through the SES ADQ Implementing Rule, strengthening the ICAO
Annex 15 requirements – AIS/AIM systems will be impacted.
 Terrain and Obstacle Data Requirements (TOD) with survey data to be compliant and held in
electronic format (eTOD)
 Digital NOTAM implementation – Phase 1 - Computer-based NOTAM preparation,
distribution and implementation are needed, airspace user systems also impacted. Technical
basis is the Aeronautical Information Exchange Model (AIXM) which, like the Digital NOTAM
concept, has been co-developed with the FAA.
29
Implementation Milestones:
2009 2010 2011 2012 2013
ICAO Anx 15 Amdt 36 ADQ IR ICAO Anx 15 Amdt 37
Digital AIM - AIXM 5.1 published - AIXM 5.1 export - Digital NOTAM - Digital NOTAM
by ECTRL & FAA from EAD Increment 1 Increment 2
- Digital SNOWTAM - eAIP 1.x released Operational in EAD operational in EAD
trials
eTOD - Area 2 conclusion - Guidance material - Training, Support - Area 2 operational - Project close-out
Development to States &
Helpdesk
DMEAN ADR
ADR - Electronic
Support AirSpace Mngt msg
operational
Guidance - ICAO publication of - European AISAIM - AISAIM guidance - AISAIM support - AIM impl
material AISAIM Roadmap Roadmap dev - Competency update
update completed
- SWIM Course - GNSS NOTAM - Charting harm.
- ADQ Helpdesk Guidelines
- ADQ Support
Tools - DQTS support - ICARD handed
terminated over to ICAO
- Skyview
integrated into NOP
Data quality monitoring: AMMON & AIS AGORA
Relevant Regulations: ICAO Annex 15 Amendments (36-2010, 37-2013) + ADQ IR (2012)
Relevant regulations are: ICAO Annex 15 Amendments (36-2010, 37-2013), the ADQ
Implementing Rule, Community Specifications (Data Origination, AIXM5.1, eAIP, Data Quality
Requirements (DQRs) and Data Assurance Levels (DALs).
In addition to the regulatory material the following supporting material is foreseen:
 Provision of Means of Compliance
 Support to Implementation of Provisions
 Support to National Supervisory Authorities (NSAs)
 Support for Overall Monitoring
8.4 Navigation Infrastructure Projects

The evolution of the navigation infrastructure in the ECAC is driven by the need to transition to
performance-based RNAV operations as defined in the ICAO PBN concept. As the ATM network
develops, the operational requirements for capacity, efficiency and flexibility can only be
supported by area navigation (RNAV) functionality and performance. The transition to a total
RNAV environment is a necessary step towards the 4D navigation that is the ultimate goal of
SESAR. To meet this need, GNSS technologies are essential. The progressive deployment of a
global multi-constellation GNSS will offer higher positioning performance and robustness.
The installation of multi-constellation receivers will enable the removal of VOR and NDB. This will
generate savings and will eventually improve spectrum efficiency. However, GNSS signals are
vulnerable to the effect of solar activity and interference and therefore the continued availability of
a network of ILS and DME is needed for the foreseeable future.
A CNS approach for an Implementing Rule requiring GNSS on board (e.g. ADS-B and PBN) is
being developed to provide a cost-effective scheme to integrate technological updates needed for
CNS applications in one shot.
30
Milestones/ timelines:
 2010: APV operations deployed for 30% of runways
 2010/11: EGNOS certification
 2011: GBAS CAT I certification
 2014: APV operations deployed for 70% of runways
 2016: APV operations deployed for all runways
 2015/17: ADS-B and A-RNP mandates will require the use of GNSS
 2015/16: GBAS CAT III certification
 2018: Dual constellation/dual frequency GNSS
 2012/25: Rationalisation/removal of NDB and VOR
Regulatory material: ICAO Annex 10 SARPS. The IR on A-RNP is in preparation and the IR on
APV is under discussion.
Reference material:
 Mo SESAR Master Plan
 Strategic guidance material in support of the implementation of the ATM Master Plan.
 ESSIP NAV 06, 07 and 08 objectives
 ICAO Assembly resolution
8.5 Mode S Programme

In May 2008, the EUROCONTROL Provisional Council requested the Air Navigation Services
Board (ANSB) to examine the issues of aircraft identification and to propose a way forward. It
was determined that down-linked aircraft identification (achieved through Mode S Elementary
Surveillance (ELS), ADS-B and Wide Area Multilateration without reliance on discrete Mode 3/A
codes) was the most effective long-term solution to guarantee unambiguous and continuous
identification of individual aircraft within European airspace. As this could not be reasonably
implemented across the region before the year 2020, the Task Force developed an Initial
Operational Capability for implementation by 2012, consisting of a mixed environment of ELS,
along with more efficient use of the Mode 3/A codes through a Centralised Code Assignment &
Management System (CCAMS) and where necessary an enhanced ORCAM capability.
To achieve the 2012 Initial Operating Capability, it is necessary to integrate the operational
deployment of the three code management procedures and processes within Air Navigation
Service Provider systems across the European region in a coordinated and structured manner.
At all times the implementation must ensure that the operational methods to establish and
maintain aircraft identification within one airspace of the region are seamless and completely
interoperable with the methods employed in other airspace volumes of the region. The three
operational methods to be used for establishing and maintaining aircraft identification by February
2012 are:
 Elementary Surveillance enabled by Mode S;
 CCAMS;
 Enhanced ORCAM environment.
The 2012 Initial Operating Capability will be underpinned by EC Regulation and by ICAO &
EUROCONTROL agreements for non EC states. In May 2009, the Stakeholder Consultation
Group endorsed the Aircraft Identification 2012 Initial Operating Capability concept as mature and
ready for operational implementation.
31
The following map shows the regions in which the three aircraft identification methods will apply:
To achieve the Initial Operating Capability a specific implementation programme has been
developed; the Aircraft Identity (ACID) programme. This programme is endorsed by the
Provisional Council and managed by the EUROCONTROL Agency. Programme oversight is
assured by the dedicated steering group of the ANSB.
The following implementation milestones for ELS are envisaged:

2010: DSNA and ANS CZ join DFS and LVNL in nominated city–pairs operations
2011: Belgocontrol and skyguide commence nominated city–pairs operations with
participating ANSPs.
Trials to extend operations to include aircraft entering the ELS area from a non-
ELS area.
By 02/2012: DSNA extends ELS operations area.
HungaroControl, ENAV and HCAA commence ELS operations.
Airspace legislation currently requires the carriage and operation of Mode S ELS transponders
for certain categories of aircraft flying in France, Germany, Luxembourg, Netherlands and
Switzerland, and will be extended to cover the additional participating states as appropriate.
The Surveillance Performance and Interoperability Implementing Rule will require Mode S ELS
(and EHS) carriage requirement for certain categories of aircraft flying in EU European airspace
and interoperability between ground surveillance systems. The draft provisions require airborne
equipment forward fit by 2012, and retrofit by 2015.
The main reference material to be consulted is:

 Mode S ELS: JAA TGL13 Revision1 (to be replaced by EASA AMC 20-18 in 2012)
 Mode S EHS: EASA AMC 20-13.
32
8.6 CASCADE
The objective of the CASCADE Programme is to increase ATM efficiency, reduce ATM delays
and increase safety through the deployment of ADS-B surveillance technology and the
associated ADS-B Out and ADS-B In ATM applications. The main operational benefits will be
obtained from the provision of enhanced situational awareness to pilots and controllers, the
introduction of advanced automation and some re-distribution of the ATS tasks between
controllers and flight crews. CASCADE will deliver the generic Preliminary Safety Case and the
generic Business Case in preparation for implementation, inputs to international standardisation,
pre-operational systems, validation tools, and implementation support, including regulatory
material.
In recognition of the potential benefits and complementary nature of combined ADS-B / Wide
Area Multilateration (WAM) surveillance systems in a number of airspace environments, WAM
elements are now formally integrated into all aspects of the CASCADE Programme tasks.
An important element of the CASCADE approach is a trials campaign based on the local
operational needs of the stakeholders in order to validate and accelerate deployment. Pioneer
projects for operational trials on and deployment of ADS-B ATSAW (including ADS-B ITP) and
ADS-B Out applications (where appropriate in combined ADS-B/WAM systems) have been
established in partnership with aircraft operators, airframe and avionics manufacturers, air
navigation service providers, and regulators.
Cascade is due to end in 2013, and operates under the provisions of SESAR IP1.
Pioneer Projects:
 2009-2012: ADS-B ATSAW
 2009-2012: ADS-B Out
The SPI IR will require carriage of ADS-B Out for certain categories of aircraft flying in all EU
European airspace. The draft provisions are indicating forward fit by 2012 and retrofit by 2015.
Reference material:
 ED-126 /DO 303 AMC 20-24
 ED 161 / DO ***
 ED-159 / DO-312
 ED-160 / DO-134
 Preliminary Safety Case ADS-B NRA
 CRISTAL Trials – Reports
 Business Case – report and web-based CBA tool
 ESSIP: SUR 05 ADS-B NRA
All reference material is available on www.eurocontrol.int/cascade and
http://www.eurocontrol.int/surveillance/public/standard_page/library.html#wam
8.7 FASTI
FASTI is coordinating the implementation of controller support tools in a harmonized way across
37 European states before 2012. The programme scope comprises conflict detection,
monitoring aids (MONA) and system supported coordination (SYSCO) tools. The deployment of
FASTI is an integral part of SESAR IP1 and the ATM Master Plan, forming part of the baseline for
the SESAR concept. The FASTI Operational Concept promotes harmonised implementation of
support tools and controller working methods, seamless operational processes/procedures and
system services covering tactical and planning tasks at sector, group-sector level and single
person operation. The Concept is seen as highly relevant to FAB implementation and initial
operations with impact on FDP systems, HMI and OLDI/SYSCO.
33
 1/1/10: Phase 3 Wide scale deployment starts
 31/12/11: 5 ACCs FASTI capable
 31/12/13: 20 ACCs FASTI capable
The main drivers for implementation are the ESSIP/LSSIP Objectives (e.g. ATC12 Conflict
Detection and Conformance Monitoring, ATC3.1 Coordination and Transfer). A new ESSIP
object is under development Implement enhanced procedures for inter and intra centre
coordination and transfer. The use of OLDI 4.1 SES Community Specification forms the basis of
SYSCO implementation.
Reference material:
 FASTI Operational Concept version 2.0
 FASTI ATC Manual
 FASTI Specifications and Guidance Material for implementation of MTCD, Trajectory
Prediction and Monitoring Aids.
8.8 Safety Nets

This initiative addresses the deployment of STCA, MSAW, APM, APW and RA Downlink.
 31/12/09: Implementation and Support Plan agreed
 31/12/13: SNET at all ATS Units
Currently the main drivers for implementation are the ESSIP/LSSIP Objectives ATC 2.2, ATC 2.5,
ATC 2.6 and ATC2.7. However due to a lag in deployment a proposal for a SES IR is under
consideration for STCA.
Reference material:
 EUROCONTROL Specifications STCA MSAW APM APW (under ENPRM Process)
 EUROCONTROL Guidance Material STCA MSAW APW APM May 2009
 SNET Awareness Package May 2009.
8.9 Technical Support for TMAs

TMA Support covers the deployment of Basic Arrival Manager (AMAN) and AMAN in En route.
Scoping of this short term work is ongoing, with an emphasis on implementation planning and
support. Guidance material required for implementation will complement existing documents i.e.
AMAN Operational Requirements Document (to be updated) and the AMAN in En-route Concept
of Operation.
Point Merge is a way to merge arrival flows based on specific precision area navigation (P-RNAV)
route structure that enables continuous descent approaches [CDA], even during high-traffic loads.
It is currently being considered for implementation at several sites where Basic AMAN is either
installed or is planned. The coexistence of Point Merge and Basic AMAN serving the same
airport is also part of the scope of the TMA system support project. There are a number of
pioneer examples of Basic AMAN implementation, largely airport specific.
AMAN in En-route is the distribution of delay upstream to adjacent ACCs permitting an AMAN
horizon to be extended to more than 150nm. A limited number of implementations exist from
which experience and lessons learnt can be captured for the benefit of the wider ATM community
considering implementation before 2013.
34
 31/12/09: Implementation and Support Plan agreed
 1/1/10: Wide scale deployment starts
 31//1/10: 10 ACCs Basic AMAN capable
 31/12/13: 20 Airports and 5 ACCs
The main drivers for implementation are the ESSIP/LSSIP Objectives e.g. ATC7.1 AMAN. A new
ESSIP object is currently under development.
Reference material:
 AMAN Information Extension to Enroute Sectors - Concept of Operations April 2009
 EATCHIP AMAN ORD Edition 2.0 1998.
35
9 AIRPORTS
The full integration of airports into the European capacity planning process is essential for
planning the development of the European air traffic system. Improved availability and accuracy
of information on airport capacity as well as local airport plans ensures the timely development of
airspace capacity enhancement measures, providing maximum benefit to the European ATM
network as a whole.
In order to sustain growth an airport must engage in airside capacity planning to meet future
demand. Airports are being integrated into the European capacity planning process, with the
primary objective being to provide a method to identify and target the constraints that limit current
and/or future ATM network capacity. Key stakeholders from all areas of an airport must be
involved, including airlines, ATS providers, airport operations, etc.
This section aims at providing information on European airports that is relevant to the Medium
Term ATM Capacity Planning Process by reporting all available and public information on:
 Current and forecast traffic demand
 Information on capacity constraints
 Information on all areas associated with the development of an airport
This information supports the early identification of issues that affect capacity (either positive or
negative), and the need for improvements.
The initiatives currently being explored by EUROCONTROL aim to improve airport and network
capacity and to increase the operational efficiency of airports.
9.1 Airport Activities in support of the DMEAN Framework Programme

A prime objective of the DMEAN programme is to reduce delays at network level. A reduction of
airport delay should not be considered in isolation nor disassociated from airside capacity and
efficiency issues in general, and in particular from the runway capacity declaration process which
is a critical element. Identifying and utilising sufficient airside capacity as well as having efficient
airport operations are key determinants in the airport delay reduction process.
However, before the full benefits of enhancing capacity or operational efficiency can be realised,
there needs to be a full analysis of the real reasons for airport ATM related delays.
The following sections provide details on the Airport Unit activities in support of DMEAN. Four
major activities are currently underway:
 Analysis and Delay Reduction activities
 Airside Capacity Enhancement (ACE) activities
 Airport Collaborative Decision Making (A-CDM) activities
 Contribution to Network Operations Plan (NOP)
36
9.1.1 DMEAN Implementation Targets

The table below indicates the DMEAN improvement areas airport actions, the 2011 revised
deployment targets and the progress to date.
Status
DMEAN Target
Measure Number of
Improvement Area (2011)
airports
Improve Airport Number of constraining airports providing 40 Forecasts through
Capacity for Airports capacity data (forecasts through NOP) NOP: 28 airports
Critical to Network (70%)
Operations
Number of constraining airports where a 40 15 (38%)
Delay Analysis workshop has been
undertaken
Number of constraining airports which 25 12 (48%)
have implemented or are implementing
short term improvement measures
resulting from a Delay Analysis (local
Delay ACE Action Plan
Number of constrained airports which 25 14 (56%)
have developed an ACE Action Plan
Number of constrained airports which 25 12 (48%)
implemented or are implementing a local
ACE Action Plan.
Airport Integration into Number of constraining airports where A- 40 27 (68%)
the Network CDM has commenced
Number of constraining airports 35 20 (57%)
committed to A-CDM implementation
Number of constraining airports which are 30 16 (53%)
implementing or have partially
implemented A-CDM locally
have achieved A-CDM locally
have achieved A-CDM locally and
providing DPI messages
These targets are only achievable with agreement and commitment between the key local airport
partners. In order to secure the achievement of these implementation targets and provide a
baseline for the SESAR Programme, the following joint action plans have been established:
 ACI EUROPE/ EUROCONTROL Memorandum of Understanding
 Flight Efficiency Plan
 AENA / EUROCONTROL Joint Action Plan
 DFS Action Plan
 Airport Unit / CFMU Action Plan
All these action plans, produced in a close coordination with airport partners, aim at accelerating
the implementation of best practices and thereby enhancing capacity and efficiency at airports
which, in turn, will have a positive effect upon the network. For details on these plans, refer to
section 9.2.
37
9.1.2 Target Airports

Prime attention is given to 40 airports which have been identified as contributing to 90,8% of the
total ATFM delays in Europe, being a constraint for the European network and causing significant
reactionary delays. The table below provides the list of these “top 40” airports as well as the
status of all EUROCONTROL activities performed in support to the DMEAN Framework
Programme.
In the context of the joint action plans established with EUROCONTROL the process of defining
which airports deserve priority will be continuously assessed in coordination with ACI EUROPE
and IATA.
Country Airport Delay Analysis ACE A-CDM
Austria Vienna (complete) (on going) (on going)
Belgium Brussels (complete) (complete) (completed)
Czech Republic Prague (complete) (final report) (on going)
Hungary Budapest (final report) (final report) (on hold)
Denmark Copenhagen   
France Cannes   
Paris CDG   (on going)
Paris Le Bourget   
Paris Orly   
Germany Dusseldorf   (on going)
Frankfurt (complete)  (on going)
Munich (complete)  (completed)
Greece Athens   (on going)
Iraklion (on going) (complete) (on going)
Kos   
Rhodes   
Thessaloniki   
Ireland Dublin   (on going)
Florence   
Milan Linate   
Milan Malpensa (complete) (postponed) (on going)
Italy
Rome Fiumicino (complete) (complete) (on going)
Venice   
Verona Villafranca   
Netherlands Amsterdam Schiphol   (on going)
Poland Warsaw (complete) (postponed) (on going)
Portugal Lisbon  (complete) (on going)
Valencia  (complete) 
Barcelona  (on going) (on going)
Ibiza   
Spain
Madrid Barajas  (cancelled) 
Madrid Torrejon   
Palma (Mallorca)  (cancelled) (on going)
Geneva (complete) (complete) (on going)

Switzerland
38
Country Airport Delay Analysis ACE A-CDM

(on going/
Zurich (delayed) (delayed)
almost complete) 
Turkey Antalya (on going) (on going) (on going)
Istanbul (complete) (complete) (on going)
UK London City   
London Gatwick   (on going)
London Heathrow (complete)  (on going)
For more details on planned and/or on-going Airport Unit activities at the above airports, refer to
Annex 2 : AIRPORTS.
9.1.3 Analysis and Delay Reduction Activities
This activity has been developed in support of the DMEAN objectives that aim at implementing a
dynamically managed European airspace network through the integration of Airspace
Management (ASM) and Air Traffic Flow and Capacity Measures (ATFCM), network information
sharing and airport-network integration. The latter aims at improving airport capacity for airports
critical to network operations by enhancing capacity and reducing delays (DMEAN Master Plan
for Phases III and IV_v012 dated 28 August 2008, Par. 6.3.2.2, page 183).
The DMEAN high level work breakdown structure converted this operational improvement (OI) in
a series of sub-projects and tasks. The identification and analysis of causes for delays is part of
this work breakdown with a view to reducing or mitigating delays.
Initial analysis confirmed that the reasons for delay are a very complex domain and that in most
cases reduction of delays can only be achieved throughout a detailed local analysis at each
airport.
The work involved a number of workshops at some of the most constraining European airports
where “most constraining” was defined as the airports causing the majority of Air Traffic Flow and
Control Management (ATFCM) delays within a given period (normally a year, but also focussed in
the summer period).
Workshops were held at the following airports: Vienna, Rome Fiumicino, Zürich, Munich, Istanbul,
Heraklion, Budapest, Milan Malpensa, Frankfurt, Prague, Brussels and London Heathrow.
The workshops highlighted the complexity and difficulty in identifying the reasons for delay.
Therefore a Delay Reduction Task Force (DRTF) was established to collect proven solutions that
could mitigate or even remedy the delays. The Terms of Reference for the DRTF state the
objectives as:
 To identify and analyse the real reasons for delays at airports based upon previous work and
inputs from Task Force members,
 To collect best practices in mitigating delays at airports,
 To develop structured guidelines to avoid delays at airports.
9.1.3.1 Key Issues

The key issues for each airport were collated, and some common themes were identified,
including: scheduling, slot allocation and monitoring, management of regulations, weather, turn-
39
around times. As part of this report, the various issues identified from the delay analysis
workshops were distilled into five main categories, namely:
 Reporting of delays
 Improved efficiency in the application of ATFCM regulations to balance capacity and demand
at airports, to minimise levels of delay
 An understanding of the airport capacity declaration process, including:
 the airport coordination and the airport scheduling processes to understand how IATA
and EC 95/93 rules are applied at coordinated airports,
 how a “sustainable airport capacity” is understood and reflected in the schedule,
 how slot monitoring is undertaken to manage the process.
 Improved efficiency in the management of airport resources to ensure maximum capacity at
peak times (particularly early morning periods to reduce reactionary delays)
 An understanding of the real effect of weather on airport delays and to identify the potential
actions for mitigating weather delays.
9.1.3.2 Possible Way Ahead
The results from the DRTF were presented to the EUROCONTROL Airport Operations Team
(AOT) 27 in April 2010, where the work was endorsed for presentation to the Operational
Consultation Group (OCG). However, it is proposed that the work of the DRTF should continue,
in two elements.
Firstly, further work is required on the proposed solutions identified above in order to validate
their applicability at as many airports as possible. This work should be undertaken in
collaboration with existing members of the DRTF.
Secondly, the items listed in this report are not a complete list of the reasons for delay that were
identified by the DRTF. A number of issue areas were investigated in a qualitative way but were
not fully quantified and it is hoped that endorsement to continue the work and investigate these
additional elements will be provided.
The following identifies a list of additional items that cause delay, as identified by the DRTF:
 Airport infrastructure
 Inefficient runway layout
 Position of holding points
 Taxiway (congestion, pushback blocking taxiway)
 Works in progress - planning
 Airport equipment
 Unrealistic turnaround times
 TMA and airport capacity do not match
 ATC procedures (speed management, separations on final approach)
 Security issues
 Staffing levels (waiting for crew, ATC staff shortage)
 Environment & political issues
9.1.4 Airside Capacity Enhancement (ACE) Activities

The improvement of an airport’s capacity baseline through efficiency enhancing activities,
together with longer term local capacity planning is essential to maximise the benefit to the
European network. In general terms this is done by:
40
 Unlocking latent capacity

 Maximising runway(s) potential
 Mitigating local constraints
The ACE project’s primary focus is to provide airport stakeholders with proven solutions in order
to release latent airside capacity in the short term. ACE supports airports by:
 Identifying the operational practices to be assessed
 Holding forums (Controller/Pilot, joint) to extract operational practices from field experts
 Providing proven operational / technical solutions based upon those in use at European
airports with successful records of sustained high intensity runway operations
 Supplying guidance on methods for continuous improvement of local operations based
upon best practices in areas such as ATC procedures, infrastructure changes, general
efficiency enablers and low visibility conditions
 Launching awareness campaigns
 Facilitating airports in establishing a capacity enhancement plan (including short and
medium term requirements)
The implementation of the ACE best practices provides airport stakeholders with proven
methodologies to release latent airside capacity in the short term.
There are 10 stages to an ACE project from setting initial capacity enhancement targets to
completing the project and ensuring ongoing communication. The table below presents each of
these steps, and identifies, for each of the airports that are currently undergoing (or have
undergone) an ACE exercise, the current stage of the project (May 2010).
STAGE DESCRIPTION AIRPORT

1 Set targets for increasing capacity Athens (start-up)
2 Identify data requirements
3 Use capacity analysis model
4 Analyse data – establish Baseline Vienna (2nd exercise)
5 Hold Forums
6 Establish Action Plan
7 Develop Awareness Campaign Warsaw, Barcelona,
8 Perform 2nd data collection Antalya
9 Assess improvements- repeat exercise
Prague, Milano Malpensa, Istambul,
10 Ensure internal communications Vienna, Budapest, Geneva, Heraklion,
Valencia, Rome Fiumicino
Further information on ACE can be found at the ACE website 1 .
9.1.5 Assessment of optimum location of Rapid Exit Taxiways (RETs)

A study has been undertaken to identify optimised locations of Rapid Exit Taxiways (RETs) with a
view to allow aircraft to vacate the runway safely at higher taxi speeds (25kts) which ultimately
would reduce Arrival Runway Occupancy Times (ROTA) and therefore increase throughput on
the arrival runways.
1
http://www.eurocontrol.int/airports/public/standard_page/APR1_Projects_ACE.html
41
Factual data collected at seven airports have been carefully analysed which resulted in a set of
empirical RET-locations based on less conservative deceleration values. Indeed, the
performance of today’s modern types are much better, notably a deceleration rate for the Airbus
family of 1,85m/s2 and 3,00 m/s2 respectively to low and medium auto-brakes on A320 and A330
versus of 1,5m/s2 as considered in Airdrome Design Manual.
The empirical RET locations were validated in a certified level D flight simulator (a simulator that
emulates real aircraft and environment performance with 99,9% accuracy) and executed by a TRI
(Type Rating Instructor). For the occasion, the simulators were configured to simulate braking
distances for medium and heavy type aircraft. The simulator enabled to validate empirical results
in different scenarios such as extreme weather conditions, maximum landing weight etc.
In summary the study focused on:

 The identification of best practices for optimum RET location, based upon existing
documentation, airport configurations and observed data from previously ACE exercises;
 The analysis of the differences between collected best practices, airport configurations,
prevailing weather conditions, and traffic mix;
 The impact of changing circumstances on RET best location;
 A method to optimise new RET locations as demonstrated in the table.
Aircraft Groups RET distance from threshold

Light 1200m – 1250m
Medium Prop/Jet 1550m – 1600m
Heavy 2000m – 2050m
9.1.6 Planned Capacity Enablers

A number of airports reported on planned activities to enhance capacity. Because of the
worldwide economic crisis and the downturn of traffic demand both in number of movements and
passengers it must be recognised that huge investments will be more carefully scrutinised than
before. The likelihood of delaying implementation is possible, i.e. although continuing to support
the ACE action plan, stakeholders reported that implementation activities could be delayed by 10
years.
From those reports a list of possible capacity enablers has been extracted. The sub-paragraphs
under this heading provide an indication of airport future plans to enhance capacity, however
having due regard to the above.
 Construction of New Runway(s):
 Prague: start in the time period 2013-2014
 Frankfurt: implementation 2011
 Munich: 2014 (estimated)
 Dublin: initially planned delivery 2012, now deferred by several years
 Florence: implementation not reported
 Milano Malpensa: 3rd runway, estimated 2014-2015
 Rome Fiumicino: estimated 2013
 Istanbul: in the time period 2012-2014
 London Heathrow: application process for the 3rd runway has been approved
42
 Construction of New Taxiways and Rapid Exit Taxiways (RET)

 Frankfurt: on going
 Istanbul: 2010
 Warsaw: 2010
 Zurich: 2011-2012
 Prague: two additional RETs, start 2011-2014
 Paris CDG : taxiway network improvement, 2011-2013
 Brussels: two RETs 2014
 Budapest: 2014+
 Valencia: implementation not specified
 Geneva: master plan 2016-2020
 Lisbon: 3 new taxiways, implementation not specified
 Terminal, Stands and Landside issues
 Copenhagen: Low cost terminal under construction, 2010
 Iraklion: 4 long term stands, improved landside management system, both 2010+
 Milano Malpensa: cargo apron extension, 2011
 Heathrow: new terminal East under construction
 Roma Fiumicino: terminated end 2011 (expected)
 Frankfurt: 2015
 Budapest: 8 new remote stands, expansion terminal building, terminated 12/2013
 Capacity Enhancing Systems and Procedures
 Madrid: A-SMGCS level 1, 2010
 Munich: AMAN and A-SMGCS implemented in 2010
 Palma Mallorca: A-SMGCS level 1, 2010
 Istanbul: A-SMGCS level1, May 2010
 Iraklion: stand allocation system, end 2010; silent coordination procedures Q3 2010
 Dublin: Level 2 A-SMGCS, Q1 2011; airside capacity planning method: 2009-2014
 Vienna: Re-evaluation of AMAN landing time prediction: 2014+
 Budapest: Apron guidance system
 Warsaw: reduction of final approach spacing, implementation not specified
 Lisbon: reduction of final approach spacing and CAT II/III operations on RWY03
9.1.7 Airport Collaborative Decision Making (A-CDM)

Airport Collaborative Decision Making is the concept which aims at improving operational
efficiency at airports by reducing delays, improving the predictability of events during the progress
of a flight and optimising the utilisation of resources.
The decision making by the Airport CDM Partners is facilitated by the sharing of accurate and
timely information and by adapted operational procedures, automatic processes and user friendly
tools. EUROCONTROL Airport CDM team is responsible for ensuring standardisation and
dissemination of best practice of Airport CDM implementation at European airports. The concept
is an integral part of both the DMEAN and SESAR programs. Airport CDM is identified as the
driver and mechanism to dynamically integrate airports and the Network.
43
Prime attention has been given to the 40 airports identified as having a potentially adverse effect
upon the network. These airports have been selected for an A-CDM gap analysis study,
conducted by the EUROCONTROL A-CDM project, followed by full A-CDM implementation.
There is an urgent need for full collaboration between airport partners, to share operational data
in a coherent and transparent manner in the context of arrivals, ground operations and
departures. Action is needed now to avoid a negative impact on the network, resulting in more
delays and increased operating costs.
9.1.7.1 Airport CDM Gap Analysis

The Airport CDM gap analysis activity conducted by the EUROCONTROL Airport CDM project
predominately looks at the data availability and exchange between the airport partners. Good
operational procedures and cultural change are the essence of Collaborative Decision Making.
As a result of an Airport CDM gap analysis, a report is produced highlighting the airport’s
compliance to EUROCONTROL Airport CDM implementation guidelines. The report seeks
acceptance of the recommendations by all airport stakeholders such that A-CDM benefits are
maximised, resulting in a phased approach to the implementation of the Airport CDM concept.
The objectives of the Airport CDM project are:
 To enable a real dialogue between various airport partners through improved information
management
 To exchange continuously updated information on relevant events in real-time
 To increase efficiency of airport operations
 To enable partners involved in ATM to achieve more efficient decision making, including the
EUROCONTROL CFMU, to optimise the ATFCM slot allocation process and achieve more
efficient use of the ATM network capacity by dynamically sharing accurate departure
information between airports and the European network.
9.1.7.2 Airport CDM Implementation

Based on the recommendations resulting from the Airport CDM gap analysis, airport partners
agree an Airport CDM implementation plan. The implementation plan is often built upon a phased
approach by incrementally implementing the Airport CDM concept elements, considering local
constraints and priorities. Detailed Information on each of the steps for implementation of Airport
CDM can be found at the A-CDM website 2 .
9.1.7.3 Dynamically Integrating Airports into the ATM Network

Enhancing data Exchange between Airports and the CFMU
The exchange of Flight Update Messages (FUM) and Departure Planning Information (DPI)
messages between a CDM Airport and the CFMU aims to further improve the flexibility of airport
operations enabling an optimal use of the European network. The FUM generated by the CFMU
provides airports with very accurate estimated landing times based on radar data.
The DPI messages sent by airports to the CFMU provide the CFMU with enhanced take off
estimates during the arrival, turnaround and departure phases based on the progress of the flight.
An improved awareness of off-block times with variable taxi out times leads to a reduction in lost
ATFCM slots and improved ATFCM slot adherence.
2
http://www.euro-cdm.org/implementation_manual.html
44
Benefits to date
Airport CDM is seen as the mechanism to integrate airports in the network. The CFMU, has been
testing and validating the Departure Planning Information (DPI) messages with a number of
European airports and first results have proven very positive.
Munich airport became the first European airport to fully implement Airport CDM. One of the
significant outputs was exchange of DPI messages with CFMU Enhanced Tactical Flow
Management System (ETFMS). These messages are now fully processed by the operational
system for all flights departing from Munich Airport. DPI messages provide the CFMU with
accurate predictions of off-block times and take-off times, based on collaborative procedures.
With this real-time data the CFMU updates its operational flight profile calculations and shares
the information with downstream arrival units.
The local benefits of implementing Airport CDM at Munich Airport are significant. These include
enhanced operational efficiency, reduction in delay, use of available infrastructure and resources,
predictability and a 10% average reduction in taxi times for departures. The fuel saving at Munich
alone is €2.65 million per annum.
The network benefits derived from the implementation of Airport CDM in Munich are expressed in
terms of an 85 % slot adherence for 2008, increasing by 5 % compared to 2007 and 90.3% slot
adherence in 2009 increased by 5.9% over 2008. The data measured in Munich also show that
the last ATFM slot allocated by the CFMU to a flight before departure is within 15 minutes of the
target take off time (CDM data calculated taking account of the local constraints) for 70 % of the
flights. While the average ATFM delay has slightly increased in Europe, it has decreased in
Munich since the enhancement of the exchanges between the CDM airport and the CFMU 3 .
These results show that Airport CDM helps better integrating the airports into the ATM network by
considering the airport constraints. The integration brings benefits both to the airports and the
network.
Expected Network Benefits

The benefits of Airport CDM are not limited to the airport concerned. It is increasingly recognised
that with more airports implementing collaborative decision making, the local benefits expand into
the ATM network as a whole, further increasing the positive impact of this way of working.
During 2006-7 EUROCONTROL conducted a Generic Cost Benefit Analysis to provide a
comprehensive economic analysis from the development, deployment and operation of Airport
CDM. This CBA reports the results on the European industry level, drawing on results from the
site-specific CBAs of Barcelona, Brussels, Munich and Zurich airports. Special attention was
given to the identification of network benefits 4 .
The predicted main benefit is an increase in en-route capacity of 0.5%. This estimation was
provided by CFMU, based on expert judgment and results obtained out of the on-going trials.
It is important to note that in the network capacity, only en-route capacity was considered in the
network benefits quantification process and not airport capacity.
3
All the results for Munich airport are extracted from the document Airport CDM Munich – Results 2009, Version 1.0, DFS /
Munich Airport Operator. See http://www.euro-cdm.org/library/airports/munich/airport_cdm_munich_results_2009.pdf for further
information.
4
Generic Cost Benefit Analysis Version 1.4 – April 2008. See http://www.euro-cdm.org/library/cdm_cba.pdf for further
information.
45
In terms of flow and capacity management, the benefits would not come solely from the reduction
of delays. Airspace users would possibly benefit to an even greater degree from an increased
freedom of choice, where they are able to consider trade-offs to suit their particular business
needs in respect of the flights concerned (e.g. less delay but longer route).
Network benefits will grow as the number of airports implementing Airport CDM increases.
Enhanced data for quantification will become available by the time additional airports have
entered into the message exchange process with the CFMU.
In 2008, the EUROCONTROL Experimental Centre produced a study which aim was to assess
the impact on the network if 42 airports were to implement Airport CDM, assuming the same level
of benefits that Munich Airport has been achieved and provide the CFMU with accurate Target
Take Off Times via DPI messages.
Munich Airport currently has the most accurate take off estimate of the 42 airports considered
and this accuracy was used as the baseline for the other airports in order to evaluate the impact
on sector capacities within the European core area.
The study concluded that, following a wider implementation of Airport CDM, the benefits will be:
 It could be possible to increase sector capacity within the core area by up to 4% which
equates to between 1-2 aircraft per sector
 A room for improvement for an en-route delays of between 33%-50%
 Some sectors which are expected to be saturated are not actually saturated. Therefore if the
declared capacities are maintained then some regulations may not be required.
The positive results recorded in this study show that the expected benefits from the
implementation of Airport CDM could extend from the local airport environment to the network
level, with emphasis on the European core area. However, the achievement of these potential
gains depends on a number of airports reaching the same level of Airport CDM implementation
as Munich and supplying data to the CFMU to the same level of accuracy.
The 2nd part of the study performed in 2009 indicated that network benefits will start becoming
significant from the moment 16 largest airports have implemented A-CDM and will continue to
increase until we reach around 100 airports. Implementation in more than 100 airports will only
provide marginal benefits 5 .
Current status
The CFMU continues to further refine the DPI message exchange also during adverse conditions
and certain upgrades are required to further enhance the processing of these messages. In the
meantime Brussels airport is operational since June 2010 and Zurich is expected to become
operational by the end of 2010 while six major airports have planned with CFMU to join the
network in the next two years.
Way forward
Due to diverse local airport issues it is difficult to predict when an airport will be mature enough to
start exchanging DPI messages with the CFMU. To facilitate this process CFMU and the Airport
CDM team have defined the minimum Airport CDM Completeness Criteria for airports to
commence data exchange with the CFMU.
5
All the results for the network impact assessment are extracted from the EUROCONTROL Experimental Centre Note No. 09-08,
Airport CDM Network Impact Assessment, issued in February 2009. See http://www.euro-
cdm.org/library_eurocontrol_analysis.html for further information.
46
Joint Action Plan between the EUROCONTROL Airport CDM team and the CFMU
With the rapid increase in airports currently implementing Airport CDM, it is essential to put in
place the necessary means to connect airports to the network (DPI messages sent to CFMU) as
soon as they reach the required implementation maturity level. In this way the overall benefits are
achieved in the shortest period of time.
To support this need a joint action plan between the EUROCONTROL Airport CDM Project team
and the CFMU has been defined.
The main objective of this joint action plan is to extend the number of airports exchanging
messages with CFMU leading to quicker achievement of overall network benefits.
The action plan includes: a list of airports, definition of minimum A-CDM requirements
(Completeness Criteria), implementation timescales for both airports and CFMU developments
and full planning for DPI processing, including a list of actions to be taken by partners and
requested resources.
This action plan aims to secure resources for the operational deployment of sending DPI
messages to CFMU from 4 to 5 additional airports per year during the 2010 to 2014 period.
A-CDM Current Implementation Status at Airports

The table below gives the status of the Airport CDM implementation activities at airports during
2010, based upon the three key stages of a gap analysis, the implementation status and data
exchange with the CFMU.
Airport CDM Gap Status Data Exchange

Analysis between
Completed Airport / CFMU
Amsterdam Yes CDM project initiated. New Programme
Schiphol manager appointed Summer 2009
Antalya Yes Gap Analysis Q1 2009
Athens Yes CDM Implementation continues. DMAN trials
showed 1-2 min reduction in taxi times
Barcelona Yes Plans for implementation in 2011
Berlin No New airport Summer 2012
Brussels N/A CDM Implemented and DMAN / CDM June 2010
integration trials completed. MoU signed Q3 (operational)
2008. Brussels airport is linked to the ATM
Network via DPI messages; the second airport
to reach this goal after Munich in May 2007.
Budapest Yes On hold
Dublin Yes Gap Analysis presented Q2 2008 expected 2012
Frankfurt Yes Implementation started Q2 2008, MoU is June 2011
signed.
Gatwick No CDM implementation approved Q2 2009
Geneva Yes Re-launch of project in June 2010 to complete
local CDM processes
Helsinki No MoU signed Q1 2009, project started Q1 2009
Iraklion Yes CDM trials May 2010
47
Airport CDM Gap Status Data Exchange

Analysis between
Completed Airport / CFMU
Istanbul Yes Gap analysis report presented February 2009.
All recommendations accepted and approved
by DHMI in Ankara May 2009.Project
management underway
Lisbon No A-CDM system development trial planned Q1
2010.
London Yes CDM implementation ongoing
Heathrow
Lyon Yes Gap Analysis report Q1 2009. All
recommendations accepted and project
development underway.
Milan Yes Implementation continues. Reorganising project
Malpensa
Munich N/A CDM fully implemented and considered part of
daily operations
Oslo No Implementation on hold. MoU to be signed
Palma Yes CDM Gap Analysis Q1 2009. No developments
for the moment.
Paris CDG N/A Implementation continues Winter 2011
Prague Yes Cost Benefit Analysis completed and fully June 2011
accepted by all partners. CDM implementation
started Q1 2008
Rome Yes Gap Analysis presented and all
Fiumicino recommendations accepted. Delay in
commencing project considering the economic
situation of the main Aircraft Operator
Stockholm Yes Re-activation of project
Thessaloniki No
Vienna Yes Vienna Airport CDM conceptual phase finished Q2 2012
Q1 2008.
Warsaw Yes CDM Gap Analysis report Q4 2008, MoU Possible 2012
signed Q1 2009. All recommendations
accepted.
Zurich Yes Implementation continues Summer 2010
9.1.8 Contribution to Network Operations Plan (NOP)
The last data collection campaign (Summer 2010 NOP) managed to obtain good quality of data
from 28 airports out of the 30 addressed. The intention is to expand to 40 airports by the summer
2011.
48
9.2 Action Plans in support of DMEAN activities

 ACI EUROPE / EUROCONTROL Memorandum of Understanding (MoU)
This MoU focuses on adequate implementation of a commonly agreed set of deliverables
stemming from the EUROCONTROL Airports Programme, DMEAN and environmentally
sustainable airport operations. This joint commitment facilitates a better use of existing airport
capacity, higher operational efficiency and increased safety.
The Parties endeavour to cooperate, co-ordinate and exchange information in the following
areas:
 SESAR IP1 key airport elements (the Airport Baseline), and in particular with focus on:
 Airport Collaborative Decision Making (A-CDM)
 Continuous Descent Approaches (CDA)
 Airport Capacity Enhancement (ACE)
 Airside and Runway Safety
 Data services for mutual benefit
 Airport environmental issues.
 DMEAN requirements for the airport community, with a view to enhance the airport
information contained in the Network Operating Plan, and increase airport participation to the
Dynamic Management of the European ATM network (DMEAN)
 The use of existing airport capacity and identifying the need for new airport infrastructure
where this is required
 Environmentally sustainable airport operations
 The update of the Challenges to Growth Study
 The Commission initiative on the Community Observatory on airports capacity
 Any other tasks / activities which can benefit airport operations and/or the airport community.
 Flight Efficiency Plan

IATA, CANSO and EUROCONTROL have agreed to work in a closer 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. This plan, which is vital for aircraft operators is
supported by ACI EUROPE. One of the objectives of this plan is to optimise airport operations,
through ensuring commitment of all partners to the current plan of implementing A-CDM,
accelerating the implementation of A-CDM by having started implementation at 20 additional
airports in 2009 and monitoring and ensuring progress of this action plan in liaison with the
Eurocontrol / ACI EUROPE cooperation agreement.
 AENA / EUROCONTROL Joint Action Plan

In January 2008 it was agreed between EUROCONTROL and AENA that EUROCONTROL
support in implementing the following initiatives at a number of AENA Spanish airports: Delay
analysis, Airport Capacity Enhancement (ACE), Airport CDM, A-SMGCS (Levels 1 and 2) and
CDA (Continuous Descent Approach). Ideally, this kind of joint Action Plan should be replicated
with most, if not all EUROCONTROL Member States and their respective airport authorities. This
would ensure more ECAC Airports and States buy-in leading to extended benefits.
49
 DFS Action Plan

DFS provides ATC services at 16 international airports in Germany. At these 16 airports DFS
permanently advances the site specific operational efficiency, capacity enhancement and
planning activities. These activities also support the DMEAN measures.
The following activities are implemented or planned for implementation at German airports:
 Capacity measurement, capacity analysis, capacity planning
 Airport Capacity Enhancement (ACE)
 Airport CDM
 SMGCS
 CDA (Continuous Descent Approach)
 Further capacity and efficiency related activities
 EUROCONTROL Airport CDM Team / CFMU Action Plan

This action plan is a joint effort of CFMU and the EUROCONTROL Airport CDM team, aiming to
provide clarity to airport partners on planning and requirements, in their effort to implement
Airport CDM and to link to the ATM network through DPI message transmission to CFMU. This
action plan includes information about the Airport CDM implementation process, the validation
process for qualifying an airport to start working with CFMU aiming the provision of DPIs, the
minimum requirements from CFMU as well as and an indicative planning of implementation at
airports (refer to Annex 2). More details about this action plan can be found at section 9.1.7.3
under “Joint Action Plan between the EUROCONTROL Airport CDM team and the CFMU”.
50
10 EXPECTED MEDIUM-TERM PERFORMANCE OF THE ENROUTE ATM

NETWORK (2011-2014)
The recession, combined with a shift in traffic flows has resulted in significant loss of revenue for
a number of ANSPs, causing them to take measures to cut costs, including slowing recruitment of
controllers and the postponement of major projects. These are likely to have an adverse effect
on network performance for the major part of the current planning cycle.
Following the long period of recession, the demand on the European ATM network is once again
increasing, with a number of ACCs, particularly those on the south-east axis, experiencing high
traffic growth in early 2010.
The demand on busy sectors during peak hours continues to increase, maintaining high pressure
on all parts of the ATM system. This makes it all the more important that ANSPs fully realise
existing capacity plans, upgraded if necessary, and ensure that sufficient controllers will be
available to open optimum configurations during peak hours.
The following paragraphs give an outlook of the expected performance of the European enroute
ATM network in the short- to medium-term (2011 to 2014). This prognosis is based on current
capacity plans and expected traffic demand, and is the result of simulations performed with the
tools used in the capacity planning process, combined with operational analysis made by the
EUROCONTROL Capacity Enhancement Function. Included is a network delay forecast and an
identification of potential bottlenecks areas for the years 2011/12.
10.1 Medium-term delay forecast

The medium-term delay forecast was made with respect to the baseline growth scenario of the
February 2010 EUROCONTROL STATFOR Medium-Term traffic forecast (2010-2016), and
taking into account the local capacity plans documented in the LSSIP 2010-2014, and as updated
for the Network Operations Plan (NOP). The aim is to provide an early identification of critical
areas and ensure that early action is taken to upgrade local capacity plans and enhance capacity
at local and network level.
The graph shows the evolution of enroute average delay during the Summer period (May-
October) and also the delay forecast for the years 2010-2014. It indicates that the enroute delay
target will again not be achieved in 2010 or 2011 and that delay will begin to reduce only in 2012,
as a number of major projects are completed.
Summer Traffic, Delay & Capacity Evolution
35000 5,5 6,0

Traffic
30000
5,0
Movements per day
25000
3,6 Effective capacity Forecast 4,0
20000 3,1
3,0
15000 2,0
1,8
1,6 2,0
1,4 1,4 1,4
10000 1,2 1,2 1,3 1,2 1,2 1,1
1,0
1,0
5000
0 0,0
19 2 0 2 0 2 0 2 2 2 2 2 2 2 2 2 2 2 2
99 00 01 02 003 004 005 006 007 008 009 010 011 012 013 014
51
The following maps give an indication of the Summer delay forecast at ACC level, assuming
baseline traffic growth, for the years 2011, 2012 and 2014.
52
The figure below shows the en-route ATFM delay forecast for Summer 2014 based on the present
capacity improvement plans from ANSPs and the three traffic scenarios of the STATFOR traffic
forecast (Feb. 2010).
En-route ATFM delay forecast Summer 2014

(ECAC Area)
3.5
2.9
en-route ATFM delay
3
per flight (min.)
2.5
2
1.5
1.0
1
0.4
0.5
0
Low Base High
Traffic scenario (STATFOR)
The enroute ATFM delay forecast for the baseline traffic scenario currently shows a satisfactory
level of performance at system level for Summer 2014. However, due to the exponential nature
of delay, the outlook for the high traffic scenario gives reason for concern.
10.2 Potential bottleneck areas and expected solutions

The evaluation of potential bottleneck areas has been made by considering the sectors identified
as bottlenecks during Summer 2009 and any solution/s planned within the period (increased
monitoring values and/or sector loads, improved airspace structure, staffing etc.). The
information has been taken from the LSSIP 2010-2014 capacity plan and the RNDSG airspace
structure short- and medium-term improvement lists.
53
Austria – Vienna ACC/TMA

Potential bottleneck sectors: collapsed sectors
Various airspace structure improvements have been implemented, but staffing issues continue to
prevent optimum sector configurations being opened until additional controllers are available.
 Upgrade to COOPANS ATM system 2011-2013
 No major airspace changes 2011/12 during system implementation
 Impact on capacity for training of controllers
 Additional ACC controllers coming on-line from 2012
 Improved sectorisation from 2013 including an additional sector in 2014
Croatia- Zagreb ACC
The operation of reduced configurations will continue to cause delay unless the staffing issues are
fully resolved. Shift of demand to shortest routes could cause delays to again increase towards the
end of the period.
 Further increases to sector capacities
 Additional controllers becoming available each year
 Additional sectors planned
 Impact of new Bosnian ACC in 2012 needs to be evaluated
 Extension to APP and TWR of new ATM system
Cyprus – Nicosia ACC
The operation of reduced configurations due to staffing issues will cause delay unless the capacity
plan is fully realised, an achievement that has not been possible in past years. The implementation
of the new ATM system is essential to an improved performance and is now becoming urgent.
 Implementation of new ops room and ATM system (LEFCO)
 3 months reduced capacity for ATM system training and implementation – Q1 2011
 Additional controllers
 New Larnaca TMA planned 2012 – should increase capacity of West sector
 Extended opening of 4th sector 2012
 Additional 5th sector planned 2014
Germany – Karlsruhe UAC

Shortage of controllers and staffing issues due to implementation of VAFORIT ATM system and
planned integration of Munich UAC is likely to lead to the operation of reduced configurations
throughout the period.
 Implementation of new ATM system in 2011
 Reassignment of Munich upper airspace to Karlsruhe Winter 2012/13
 Reorganisation of Karlsruhe UAC / Munich ACC
 Improved controller availability
Germany – Langen ACC

Shortage of controllers and staffing issues is likely to result in the operation of reduced configurations
in 2011 and 2012, reducing towards the end of the period.
 Implementation of new ATM system in 2014
 Reorganisation of APP airspace for 4th runway at Frankfurt in 2011
 Improved controller availability through flexible rostering
54
Greece – Athens and Makedonia ACCs

Shortage of controllers and staffing issues is likely to lead to the continued operation of reduced
configurations throughout the period.
 FDPS upgrade – will facilitate optimised sectorisation
 Improved civil/military coordination
Poland – Warsaw ACC

Potential bottleneck sectors: D, G, J and T
The operation of non-optimum sectorisation due to system limitations will continue to cause delay
until the new ATM system is fully operational and the airspace has been optimally restructured.
Improvements foreseen:
 Additional controllers
 Re-evaluation of sector capacities
 Implementation of new ATM system 2011/12
 Optimisation of sectorisation and additional vertically split sectors following implementation of
new ATM system
 EURO 2012 football championship
 Reduced capacity for training and implementation of new system Q4 2010 to end 2011
For full details of capacity plans see the individual ACC annexes.
55
11 CONCLUSIONS
The introduction of the SESII Performance Framework and the implementation of ARN V7,
(including the coordinated implementation of Functional Airspace Blocks, the expansion and
consolidation of Free Route Airspace operations and the implementation RVSM at the eastern
interface), combined with the identification and implementation of efficient ASM/ATFCM solutions
and improved flexibility in flight planning and rerouteing, will contribute to improved performance
and flexibility of the future ATM network. However, due to the ongoing recession, and the
associated cutting back on costs by many ANSPs, the full benefit of many of these initiatives is
unlikely to be realised in this planning cycle.
At European network level, the delay forecast for the period 2011-2013 shows that network delay
will continue to be higher than the target set by the Provisional Council of 1 minute per flight
enroute. Delays in Summer 2011 are likely to be higher than initially expected, resulting from
planned reduction in capacity during the training and implementation of major ATM system
upgrades and/or airspace reorganisation, combined with a shortage of available controllers.
Even though there are plans to increase structural capacity, the shortage of available qualified
controllers remains an obstacle to the enhancement of performance. In spite of significant efforts
to ensure a more effective and flexible resource utilisation, a number of ACCs, particularly those
on the SE axis are expected to operate less-than-optimum sector configurations during peak
hours. This magnifies the need for robust and realistic capacity planning and implementation.
Although traffic growth at network level remains relatively low, States on the critical south-east
axis are already experiencing higher than average demand growth. This further increases the
need for robust capacity planning and full commitment to implementation by ANSPs on the axis,
particularly in Austria, Croatia, Cyprus and Greece.
The establishment of the European ATM Network Manager in 2011 will ensure full integration of
capacity planning, civil-military cooperation, airspace structure design and management, airport
operations and flow and capacity management into a fully coordinated network approach .
56
ANNEX 1 : ACC TRAFFIC & CAPACITY

The following pages provide a summary of the traffic forecast and capacity enhancement plans over the
period for individual ACCs in each ECAC State. The capacity plans are based on the information
included in the Local Single Sky Implementation Plan for the period (LSSIP 2010-2014), and include
information available from various sources, including the Capacity Enhancement Function, the Capacity
Planning Task Force, CFMU, FMP, RNDSG, ASMSG, STATFOR.
The capacity plans in this document were formulated in response to the capacity requirement profiles
2010-2014, which were based on the September 2009 refresh of the STATFOR Medium-Term traffic
Forecast (MTF). The profiles will be updated in line with the refresh of the MTF in September 2010,
before local capacity plans are updated in the Autumn of 2010.
By comparing existing plans with the new traffic forecast, we have an indication of whether current plans
will meet future traffic growth. From the delay forecast, it is clear that full implementation of local capacity
plans is essential to avoid delays accelerating once again. The delay target is unlikely to be met in the
short term due to a number of system changes and changes to areas of responsibility.
Each annex includes:
Traffic forecast
The 2011-2014 traffic forecast per ACC is derived using NEVAC from the EUROCONTROL STATFOR
MTF that was released in March 2010.
The impact of realignment along the shortest available routes with generally unconstrained vertical
profiles is determined using SAAM.
Planned capacity enhancement measures and Sector evolution

The table summarises the planned capacity enhancement measures identified in the LSSIP 2010-2014
and gives the expected annual capacity increases. Some capacity enhancement actions are shown over
several years as their potential is not limited to one year - the starting year shown is the year the measure
is expected to be implemented.
Sector evolution is the expected evolution of the number of operational sectors in the maximum
configuration i.e. the maximum number of operational sectors that can be opened simultaneously. This
figure must take into account not only the ATM system capability, but also the availability of sufficient
numbers of air traffic controllers.
Enroute Summer delay forecast for the years 2011 and 2012
The delay forecast is derived for each ACC with the support of the tools used in the capacity planning
process. The delay forecast is based on the current capacity plans as described in the LSSIP 2010-2014
and on the latest baseline medium term traffic forecast (EUROCONTROL STATFOR Origin Destination
Zone (ODZ) released in March 2010).
Expected Summer performance

A brief description of the expected performance of the ACC, including foreseen problems and possible
mitigating measures.
57
EUROPEAN ATM NETWORK OPERATIONS PERFORMANCE PLAN ASSESSMENT 2011-2014 EUROPEAN ATM NETWORK OPERATIONS PERFORMANCE PLAN ASSESSMENT 2011-2014
ALBANIA TIRANA ACC ARMENIA YEREVAN ACC
Traffic forecast Traffic forecast

ACC Growth 2011 2012 2013 2014
ACC Growth 2011 2012 2013 2014 H 16% 31% 42% 58%
H 10% 18% 22% 28% B 12% 23% 34% 45%
Yerevan
B 6% 10% 14% 19% L 4% 16% 25% 35%
Tirana
L -1% 2% 5% 9% Shortest Routes: +9%
Shortest Routes: +13% % growth per ACC v. 2009, based on STATFOR MT Forecast
% growth per ACC v. 2009, based on STATFOR MT Forecast

Albania: Capacity Plan Tirana LAAA ACC
Year 2011 2012 2013 2014 Armenia: Capacity Plan Yerevan UGGG ACC
ATS route network improvements Year 2011 2012 2013 2014
Additional sector Capacity benefits from new ATM system Measures planned
Measures planned Max sectors 1 1 1 1
Move to new ATS
facilities Capacity increase p.a. Sufficient capacity to meet expected demand
Significant Events Reference profile (ACC) 0% 0% 0% 0%
Max sectors 4 4 6 6
Capacity increase p.a. 4% 4% 4% 4% Additional information
Reference profile (ACC) 5% 5% 5% 3%
Additional information
Enroute Summer Delay Forecast
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for
Yerevan ACC is zero minutes per flight.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Tirana
ACC is 0.1 minutes per flight.
Expected Summer Performance
No problems are expected at Yerevan ACC.
No problems are expected at Tirana ACC with the additional controllers and ATM system improvements coming on line.
58 59
AUSTRIA VIENNA ACC AZERBAIJAN BAKU ACC

Traffic forecast
ACC Growth 2011 2012 2013 2014 Traffic forecast
H 10% 17% 24% 30% ACC Growth 2011 2012 2013 2014
B 6% 11% 16% 21% H 15% 28% 41% 53%
Vienna
L 0% 4% 7% 11% B 11% 21% 32% 43%
Shortest Routes: +5% Baku
L 4% 15% 23% 32%
% growth per ACC v. 2009, based on STATFOR MT Forecast Shortest Routes: No significant Impact
Planned capacity enhancement measures and Sector evolution % growth per ACC v. 2009, based on STATFOR MT Forecast
Austria: Capacity Plan Vienna LOVV ACC Planned capacity enhancement measures and Sector evolution
Year 2011 2012 2013 2014
Azerbaijan: Capacity Plan Baku UBBB ACC
ATS route network improvements Year 2011 2012 2013 2014
Improved operational procedures
ATS route network optimisation in cooperation with neighboring States.
Sector configuration management
New automated ATC systems in Baku, Ganja and Nakhchivan.
Measures planned Static cross border sectorisation (FAB CE) Measures planned Resectorisation of
ATM system upgrade including COOPANS/NG-AATMS Data link Airspace Structure
Net Additional controllers Preparation phase Installation Installation
Improved sectorisation
Max sectors 4 + 1APP 4 + 1APP 4 + 1APP 4 + 1APP
Additional Sectors
Anticipated Training activities for the new Capacity increase Sufficient capacity to meet demand
Significant Events Reference profile 0% 0% 0% 0%
ATM System COOPANS
Max sectors 12 12 12 15 Additional information
Capacity increase p.a. 2% 0% 2% 5%
Low profile / capa target 7% 7% 7% 3%
No major airspace changes will take place 2011-2012 due to the need to freeze the ATM
environment for the implementation of COOPANS. Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Baku
Training of ab-initio controllers will have an impact on availability of controllers for ACC is zero minutes per flight.
operations in 2010 and 2011.
There will be a continuous improvement regarding staffing issues over the planning
period. Expected Summer Performance
Constraints regarding the airport capacity using the two existing (converging) RWYs will
remain. A third RWY is planned beyond 2014. No problems are expected at Baku ACC.
Austria: Capacity Plan Vienna LOVV TMA

Year 2011 2012 2013 2014
Net Additional controllers
Improved operational procedures (co-operation with neighbouring countries)
Measures planned Improved ATS routes / airspace structure
Runway sequencing tools / CDM
ATM System upgrade COOPANS
Significant Events
Max sectors 6* 6* 6* 6*
Capacity increase p.a.
Additional information *including 2 Director positions (Feeder)

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Vienna
Vienna ACC is not expected to close the capacity gap until staffing issues are resolved and sufficient controllers are
available to open optimum sector configurations.
Potential bottleneck sectors: all collapsed sectors
60 61
BELGIUM BRUSSELS ACC BULGARIA SOFIA ACC

ACC Growth 2011 2012 2013 2014 ACC Growth 2011 2012 2013 2014
H 6% 11% 14% 19% H 14% 24% 33% 42%
B 3% 6% 9% 12% B 10% 17% 24% 32%
Brussels Sofia
L -1% 0% 2% 4% L 3% 9% 14% 20%
Shortest Routes: No significant Impact Shortest Routes: -13%
% growth per ACC v. 2009, based on STATFOR MT Forecast % growth per ACC v. 2009, based on STATFOR MT Forecast

Belgium: Capacity Plan Brussels EBBU ACC
Year 2011 2012 2013 2014
Optimum use of sector configurations Bulgaria: Capacity Plan Sofia LBSR ACC
Measures planned Year 2011 2012 2013 2014
CANAC 2
Max sectors 7 7 7 7 Consolidation of operations of single ACC
Measures planned
Capacity increase p.a. 3% 0% 0% 0% ATS route network development
Reference profile 0% 0% 0% 0% Max sectors 10 11 11 11
Additional information Capacity increase p.a. Sufficient capacity will be provided to meet expected demand
Reference profile 0% 1% 2% 1%
Enroute Summer Delay Forecast Enroute Summer Delay Forecast

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Sofia
Brussels ACC is 0.1 minutes per flight. ACC is zero minutes per flight.
Expected Summer performance Expected Summer performance

No problems are expected at Brussels ACC. No problems are expected at Sofia ACC.
62 63
CROATIA ZAGREB ACC CYPRUS NICOSIA ACC

H 11% 20% 27% 35% H 14% 23% 31% 40%
B 7% 12% 18% 24% B 11% 16% 22% 29%
Zagreb Nicosia
L 0% 4% 8% 12% L 5% 9% 13% 19%
Shortest Routes: + 18% Shortest Routes: No significant Impact
Planned capacity enhancement measures and Sector evolution Planned capacity enhancement measures and Sector evolution
Croatia: Capacity Plan Zagreb LDZO ACC Cyprus: Capacity Plan Nicosia LCCC ACC
Year 2011 2012 2013 2014 Year 2011 2012 2013 2014
Additional controllers (net increase of 5 per year) ATS route network and sectorisation optimisation
Improved sector opening times Implementation of
Consolidation of
Application of sector occupancy techniques: further benefits after impl.of CPR the new ATM system Capacity benefits th
operations of new 5 enroute sector
Optimisation of ATS route network and sectorisation LEFCO and new from new TMA
system and ACC
Further increase of sector capacities ACC
Measures planned
OLDI with Athens
New Cyprus TMA Additional staff (radar
Additional Sector and possibly with
implementation and APP)
Group-Phase 2 - full Egypt
Measures planned lateral and vertical Additional Sectors Additional staff (radar th
implementation of 4 enroute sector
and APP)
Central sector
Significant Events Presidency of the EU
Modernisation of Max sectors 3 4 4 5
Extension of CroATMS with Capacity increase p.a. 2% 5% 5% 5%
CroATMS to major enhanced High profile (ACC) 7% 8% 5% 9%
APP and TWR functionalities (Mode The additional staff will be used immediately to increase the opening hours of maximum
S and data link) available sectors.
Operations of the new Larnaca TMA in 2012 will increase the capacity of the West
BH ACC (capacity
enroute sector.
impact on airspace,
system and
Significant Events Additional information LEFCO
procedure changes
- Testing of the system: May-July 2010
for Zagreb ACC to be
- Training: Winter 2010/2011 (Oct-Feb)
evaluated)
- Start of operations February 2011
Max sectors 9* 10* 11* 11* - Transition phase February-May 2011
Capacity increase p.a. 7% 8% 6% 5%** - 3 months with reduced capacities
*a higher number of sectors is possible, depending on traffic growth, additional ATCOs
Additional information and regional developments (BiH ACC and FAB CE development) Enroute Summer Delay Forecast
**capacity increase to be further confirmed depending on new ATM system
Enroute Summer Delay Forecast Nicosia ACC is 2.3 minutes per flight.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Zagreb
ACC is 0.4 minutes per flight. Expected Summer performance
Expected Summer performance Nicosia ACC is not expected to close the capacity gap until staff management issues are resolved and all measures are
in place to enable the opening of optimum sector configurations.
Zagreb ACC is not expected to close the capacity gap until staffing issues are resolved and sufficient controllers are
available to open optimum sector configurations. Following many years of postponement, the implementation of the new ATM system is now needed as a matter of
urgency, together with reassessment of the enroute and terminal airspace structure, sectorisation, ATM procedures,
Potential bottleneck sectors: all collapsed sectors
sector capacities and working practices.
The capacity plan is sufficient to cope with expected demand on current routes, but traffic could increase significantly if
Potential bottleneck sectors: all collapsed sectors.
flows are realigned on the shortest available routes.
64 65
CZECH REPUBLIC PRAGUE ACC

DENMARK COPENHAGEN ACC
Traffic forecast
ACC Growth 2011 2012 2013 2014
Traffic forecast
H 10% 17% 23% 30%
B 6% 11% 15% 20% ACC Growth 2011 2012 2013 2014
Prague
L -1% 4% 7% 10% H 8% 13% 17% 21%
Shortest Routes: -5%
B 4% 8% 11% 14%
Copenhagen
% growth per ACC v. 2009, based on STATFOR MT Forecast L -1% 1% 3% 6%
Shortest Routes: No significant Impact
Czech Republic: Capacity Plan Prague LKAA ACC
Year 2011 2012 2013 2014
Improved flow and capacity management techniques
Adaptation of sector opening times depending on available staff
Improved ATS route network & sectorisation
Additional controllers Planned capacity enhancement measures and Sector evolution
Measures planned Static cross border sectorisation (FAB CE)
Minor improvements of system Denmark: Capacity Plan Copenhagen EKDK ACC
Datalink
functionalities Year 2011 2012 2013 2014
Improved interface Continuous improvements on the ATS route network
with Munich Gradual increase of controller numbers
Training for the new Sector configurations adapted to traffic demand
Start of handling system Constant upgrade of COOPANS
Significant Events Training for OAT Measures planned Consolidation of operations with COOPANS
OAT flights Parallel runway ops ATM system implementation
at Prague airport
Gradual consolidation of operations within
Max sectors 10 11 11 12
NUAC company
Reference profile 6% 8% 5% 6% Significant Events
Max sectors 4 (E) + 3 (W) 4 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W)
The implementation of additional sectors is fully dependant on availability of new 3% 0% 5% 3%
controllers.
The implementation of a flexible 9 sectors configuration in 2010 is also dependant on the
Additional information Additional information
implementation of one additional physical sector.
Reduction of capacity in neighbouring ACCs will have an impact on traffic flows in Praha
ACC.

Copenhagen ACC is 0.1 minutes per flight.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Prague
No significant problems are expected at Copenhagen ACC, provided that sufficient controllers are available.
No significant problems are expected for Prague ACC
66 67
ESTONIA TALLINN ACC EUROCONTROL MAASTRICHT UAC
Traffic forecast
Traffic forecast
ACC Growth 2011 2012 2013 2014
ACC Growth 2011 2012 2013 2014 H 8% 13% 17% 22%
H 10% 19% 27% 34% B 4% 8% 11% 15%
Maastricht
B 5% 14% 19% 24% L 0% 2% 5% 7%
Tallinn
L 0% 4% 9% 14% Shortest Routes: + 3%
Shortest Routes: - 4% % growth per ACC v. 2009, based on STATFOR MT Forecast

EUROCONTROL: Capacity Plan Maastricht EDYY UAC
Year 2011 2012 2013 2014
Estonia: Capacity Plan Tallinn EETT ACC Progressive
Year 2011 2012 2013 2014 development of N- MTCD/NTCA
Additional staff and controller rating FDPS functions
Adaptation of sector opening times Redesign of sector CPDLC monitoring
Measures planned Dynamic
Consolidation of operations consoles to enable concept & reduction
ATM system renewal sectorisation
with the new ATM system MTCD & CORA in verbal coordination
Significant Events
Max sectors 3 3 3 3 ASM Tool Enhanced OLDI ARK-RKN Hotspot
Capacity increase Sufficient capacity to meet demand Weather and airfield AMAN & DMAN
Reference profile 0% 0% 2% 2% DOVER Hotspot
status forecast interface
Additional information Measures planned
Generic ATCO HANN East
NTM-DIK Hotspot
licence resectorisation
ATC-aircraft
Enroute Summer Delay Forecast Interoperability ATC-ATC IOP ATC-CFMU IOP
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Tallinn Programme (IOP)
ACC is zero minutes per flight. Traffic Management System (TMS)
Frequency policy – th
Phased capacity benefit NTM/DIK due 4 r/w at Frankfurt
Enabler for TRAS
Gradual deployment of tailored route concept
Expected Summer performance Controller rating training
th
No problems are expected at Tallinn ACC. Significant Events 4 r/w Frankfurt
23 (20+3 cross 23 (20+3 cross 23 (20+3 cross
Max sectors
20 sectors sectors) sectors) sectors)
Capacity increase p.a. 2.5% 2% 2% 2%
Other Information MUAC own delay target for the planning cycle is 0.2 minutes per flight.

Maastricht UAC is 0.1 minutes per flight.
No significant problems are expected until traffic growth again accelerates. Given the current high levels of throughput,
the traditional methods of increasing ATC capacity are considered to be almost exhausted and the main focus
continues to be on manpower planning, ATFCM processes and supporting tools.
68 69
FINLAND ROVANIEMI ACC FINLAND TAMPERE ACC
ACC Growth 2011 2012 2013 2014

H 6% 11% 16% 20%
Planned capacity enhancement measures and Sector evolution B 2% 7% 11% 14%
Tampere
Finland: Capacity Plan Rovaniemi EFPS ACC L 0% 1% 4% 6%
Year 2011 2012 2013 2014
Closure of Rovaniemi % growth per ACC v. 2009, based on STATFOR MT Forecast
Measures planned
-Integration into
Tampere ACC*
Max sectors
Capacity increase Sufficient capacity to meet demand
Reference profile
Additional information *Target date is AIRAC of November 2010 Finland: Capacity Plan Tampere EFES ACC
Year 2011 2012 2013 2014
Integration of
Enroute Summer Delay Forecast Measures planned
Rovaniemi airspace Consolidation of operations as one ACC
in Tampere ACC
Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for
Rovaniemi ACC is zero minutes per flight. Max sectors 5* 5* 5* 5*
Capacity increase Sufficient capacity to meet demand
Expected Summer performance Additional information *Number of sectors to be determined - planning is ongoing
No problems are expected at Rovaniemi ACC.

Tampere ACC is zero minutes per flight.

No problems are expected at Tampere ACC.
70 71
FRANCE BORDEAUX ACC FRANCE BREST ACC
ACC Growth 2011 2012 2013 2014

ACC Growth 2011 2012 2013 2014
H 5% 10% 14% 18%
H 5% 10% 14% 18%
B 2% 5% 8% 11%
Bordeaux B 2% 5% 8% 11%
L -2% 0% 1% 2% Brest
L -2% 0% 1% 3%
Shortest Routes: + 8%

France: Capacity Plan Bordeaux LFBB ACC
Year 2011 2012 2013 2014 France: Capacity Plan Brest LFRR ACC
Year 2011 2012 2013 2014
Improved Airspace Management and ATFCM Procedures
Staff deployment / Flexible rostering Improved Airspace Management and ATFCM Procedures
ESSO Project Staff deployment / Flexible rostering
Measures planned
Change of DFL Reorganisation of
between upper and Measures planned lower airspace and
lower airspace delegation of ATS to
Max sectors 21UCESO 21 UCESO 21 UCESO 21 UCESO APP units below
Capacity increase p.a. 3% 3% 3% 3% FL145 (for relevant
Reference profile 1% 2% 3% 3% airspace)
Additional information Max sectors 21 UCESO 21 UCESO 21 UCESO 21 UCESO
Enroute Summer Delay Forecast Reference profile 0% 0% 1% 1%
Bordeaux ACC is 0.1 minutes per flight.
Expected Summer performance Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Brest
No problems are expected at Bordeaux ACC. ACC is 0.1 minutes per flight.

No problems are expected at Brest ACC.
72 73
FRANCE MARSEILLE ACC FRANCE PARIS ACC
H 7% 13% 18% 23% H 6% 11% 15% 19%
B 4% 7% 11% 14% B 4% 7% 10% 13%
Marseille Paris
L -1% 1% 3% 6% L 0% 2% 4% 6%
Shortest Routes: - 3% Shortest Routes: + 5%
France: Capacity Plan Marseille LFMM ACC
Year 2011 2012 2013 2014
Improved Airspace Management and ATFCM Procedures France: Capacity Plan Paris LFFF ACC
Staff deployment / Flexible rostering Year 2011 2012 2013 2014
Reorganisation of Improved Airspace Management and ATFCM Procedures
Reorganisation of lower airspace and Measures planned Staff deployment / Flexible rostering
interface with LECB delegation of ATS to IRP/Harmonie
(LUMAS) APP units below Max sectors 24 UCESO 24 UCESO 24 UCESO 24 UCESO
Measures planned FL145 Capacity increase p.a. 3% 3% 3% 3%
Full Provence project Additional information
Airspace
improvements in Enroute Summer Delay Forecast
Nice terminal area
Max sectors 30 UCESO 30 UCESO 30 UCESO 30 UCESO
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Paris
Capacity increase p.a. 3% 3% 3% 3% ACC is 0.2 minutes per flight.
No significant problems are expected for Paris ACC, but UJ remains a potential bottleneck sector.
Marseille ACC is 0.1 minutes per flight.

No problems are expected at Marseille ACC.
74 75
FRANCE REIMS ACC FYROM SKOPJE ACC

H 7% 12% 16% 20% H 10% 17% 23% 30%
B 4% 7% 10% 13% B 5% 9% 13% 18%
Reims Skopje
L -1% 1% 3% 5% L -1% 2% 5% 9%
Shortest Routes: + 6% Shortest Routes: +16%
France: Capacity Plan Reims LFEE ACC FYROM: Capacity Plan Skopje LWSS ACC
Year 2011 2012 2013 2014 Year 2011 2012 2013 2014
Improved Airspace Management and ATFCM Procedures Controller ratings
Staff deployment / Flexible rostering Airspace structure development
Measures planned
Re-organisation of Optimisation of sectorisation (Closely related to availability of Kosovo airspace)
lower airspace and Swap UN852/UN853 New ATM system
Measures planned delegation of ATS to (FABEC) Max sectors 3 3 (4) 3 (4) 3 (4)
APP LFST Capacity increase p.a. 0% 0% 0% 0%
IRP/Harmonie
Higher DFL for low
level sectors
Max sectors 16 UCESO 16 UCESO 16 UCESO 16 UCESO
Reference profile 4% 3% 4% 4% Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Skopje
Additional information ACC is zero minutes per flight.
Enroute Summer Delay Forecast Expected Summer performance

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Reims No problems are expected at Skopje ACC.
UAC is 0.3 minutes per flight.

No significant problems are expected for Reims UAC, but UHL remains a potential bottleneck sector.
76 77
GERMANY BREMEN ACC GERMANY LANGEN ACC

ACC Growth 2011 2012 2013 2014
H 7% 11% 15% 20% ACC Growth 2011 2012 2013 2014
B 3% 6% 9% 12% H 7% 12% 16% 21%
Bremen
L -2% 0% 2% 3% B 3% 7% 10% 13%
Shortest Routes: No significant Impact Langen
L -1% 0% 3% 5%
% growth per ACC v. 2009, based on STATFOR MT Forecast Shortest Routes: No significant Impact

Germany: Capacity Plan EDWW Bremen ACC
Year 2011 2012 2013 2014
Germany: Capacity Plan Langen EDGG ACC
On-going recruitment of controllers
Year 2011 2012 2013 2014
Measures planned New airspace structure for the International
Airport Berlin Brandenburg On-going recruitment of controllers
Max sectors Restructure of APP Implementation of
12+6 12+6 12+6 12+6 Reduction of staffing problems (flexible
Enroute+APP airspace for 4th RWY the new P2 System
rostering)
Capacity increase p.a. 2% 1% 0% 0% Measures planned Frankfurt (2014/2015)
Reference profile p.a. 0% 0% 0% 1% Option of the
Expansion of ILA Berlin, Berlin Upgrade of
Schönefeld airport to Brandenburg Int. ILA Berlin, P1/ATCAS system
Special Impacts become Berlin airport Berlin Brandenburg (PSS)
Brandenburg Int. Closure of Berlin Int. airport Max sectors
FIFA Women Cup Tegel airport 26+9 26+9 26+9 26+9
Enroute+APP
Additional Information Capacity increase p.a. -1% 6% 4% -1%
Reference profile p.a. 1% 3% 2% 2%
4th runway Frankfurt
Special Impacts Airport
Enroute Summer Delay Forecast FIFA Women Cup
Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Additional information
Bremen ACC is zero minutes per flight.

No problems are expected at Bremen ACC. Langen ACC is 1.4 minutes per flight for 2011 and 0.5 minutes per flight for 2012.

No problems are expected at Langen ACC.
78 79
GERMANY KARLSRUHE UAC GERMANY MUNICH ACC
H 9% 14% 19% (+15%) 25% (+15%) H 8% 13% 18% (-27%) 24% (-27%)
B 5% 9% 13% (+15%) 17% (+15%) B 4% 8% 11% (-27%) 15% (-27%)
Karlsruhe Munich
L -1% 3% 5% (+15%) 8% (+15%) L -1% 2% 4% (-27%) 7% (-27%)
Shortest Routes: + 5% Shortest Routes: No significant Impact
Relocation of Munich upper airspace to Karlsruhe adds an extra 15% traffic in 2013. Relocation of Munich upper airspace to Karlsruhe reduces traffic by 27% in 2013.
Germany: Capacity Plan Munich EDMM ACC
Year 2011 2012 2013 2014
Germany: Capacity Plan Karlsruhe EDUU UAC
Year 2011 2012 2013 2014 Ongoing recruitment of ab initio controllers
Ongoing recruitment of ab-initio controllers and “ready entries”
Implementation of Relocation of Munich Implementation of
P1/VAFORIT (Dec Reduction of staffing problems Upper airspace to SAS Upper sector in
Upgrade of P1/ATCAS system (PSS)
2010-Feb 2011) Karlsruhe (Nov.2012 - connection with the
Feb.2013) new Berlin airport
Effects of the new ATS system (P1/VAFORIT)
Measures planned
Split ALB sector in
Relocation of Munich Measures planned
Low and High, Split
Upper airspace to
Implementation of INN sector in East
Karlsruhe (Nov.2012 -
new CHIEM TOP and West
Feb.2013) sector Implementation of
one sector above
Max sectors 26 26 34 34 RDG/EGG
Capacity increase p.a. 2% 5% 2% (+15%) 7% Implementation of
Reference profile 6% 5% 18% 4% new function
4th runway Frankfurt “Satellite” Munich
Airport, New Berlin Max sectors 26+4 26+4 22+5 23+5
BBI Airport Olympic Games in 3rd runway Munich Capacity increase p.a. 1% 1% 4% (-30%) 1%
Special Impacts Reference profile 0% 1% -28% 2%
Capacity reduction London Airport
due implementation Training for
3rd runway Munich
P1/VAFORIT Special Impacts FIFA Women Cup relocation to
Airport
Karlsruhe UAC
Additional Information Additional information

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Munich
Karlsruhe UAC is 2.8 minutes per flight for 2011 and 2.6 minutes per flight for 2012. ACC is 0.2 minutes per flight.
Expected Summer performance No problems are expected at Munich ACC.
Shortage of controllers and staffing issues due to implementation of VAFORIT ATM system and planned integration of
Munich upper airspace is likely to lead to the operation of reduced configurations throughout the period.
80 81
GREECE ATHENS ACC GREECE MAKEDONIA ACC

ACC Growth 2011 2012 2013 2014
ACC Growth 2011 2012 2013 2014 H 11% 17% 23% 30%
H 9% 15% 20% 26% B 6% 11% 15% 21%

Makedonia
B 5% 9% 13% 17% L 0% 3% 7% 11%
Athens Shortest Routes: + 12%
L 0% 2% 5% 8%
Shortest Routes: + 4% % growth per ACC v. 2009, based on STATFOR MT Forecast

Greece: Capacity Plan Makedonia LGMD ACC
Year 2011 2012 2013 2014
Greece: Capacity Plan Athens LGGG ACC
Improved ATS route network and airspace management
Year 2011 2012 2013 2014
Improved ATS route network and airspace management Improved civil/military coordination
Improved civil/military coordination Training of radar controllers
Training of radar controllers FDPS upgrade to
FDPS upgrade to OLDI with Nicosia permit additional Additional FDPS upgrades
OLDI with Nicosia permit additional Additional FDPS upgrades Measures planned logical sectors
Measures planned logical sectors Implementation of
Implementation of MTCD
MTCD
4 additional OLDI
4 additional OLDI messages for silent
messages for silent radar transfers
radar transfers
Max sectors 5 5 5 5
Max sectors 8 9 9 10 Capacity increase p.a. 5% 5% 5% 5%
Capacity increase p.a. 5% 5% 5% 5% Reference profile 8% 7% 6% 4%
Reference profile 6% 5% 4% 5% Additional information

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Athens Makedonia ACC is 1.0 minutes per flight for 2011 and 0.8 minutes per flight for 2012.
ACC is 1.1 minutes per flight for 2011 and 0.7 minutes per flight for 2012.

Shortage of controllers and staffing issues could lead to the continued operation of reduced configurations at Makedonia
Shortage of controllers and staffing issues could lead to the continued operation of reduced configurations at Athens ACC. ACC.
Potential bottleneck sectors: collapsed sectors Potential bottleneck sectors: collapsed sectors
82 83
HUNGARY BUDAPEST ACC IRELAND DUBLIN ACC
ACC Growth 2011 2012 2013 2014

ACC Growth 2011 2012 2013 2014
H 12% 21% 29% 37%
H 7% 14% 22% 30%
B 8% 14% 20% 27%
Budapest B 2% 8% 12% 16%
L 1% 6% 11% 15% Dublin
L -4% -1% 2% 4%
Shortest Routes: - 17%
Hungary: Capacity Plan LHCC ACC Ireland: Capacity Plan Dublin EIDW ACC
Year 2011 2012 2013 2014 Year 2011 2012 2013 2014
Optimisation of airspace structure FAB with UK/NATS
Recruitment and training of controllers
Measures planned New ATCC Multi sector planning Improvement of route
Improvement of route
New PC based network at
New ATM software Measures planned network at New Control Tower Parallel Runway
hardware Manchester &
Manchester interface
London interface
Max sectors 9-12 9-12 9-12 9-12
Capacity increase p.a. 4% 4% 4% 4% ATM System
Point Merge
Upgrade
Significant Events
Additional information 10 ACC and 3 APP controllers are planned to be licensed in Autumn 2010
Max sectors 2 2 2 2
Enroute Summer Delay Forecast Additional information
Budapest ACC is 0.1 minutes per flight.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Dublin
Expected Summer performance ACC is 0.1 minutes per flight.
No problems are expected at Budapest ACC.

No problems are expected at Dublin ACC.
84 85
IRELAND SHANNON ACC ITALY BRINDISI ACC
H 7% 12% 17% 23% H 9% 17% 23% 30%
B 5% 8% 11% 14% B 5% 10% 15% 20%
Shannon Brindisi
L 1% 3% 5% 7% L 0% 3% 6% 10%
Shortest Routes: No significant Impact Shortest Routes: +4%
Italy: Capacity Plan Brindisi LIBB ACC
Year 2011 2012 2013 2014
Ireland: Capacity Plan Shannon EINN ACC Revised sector loads and sector optimisation
Year 2011 2012 2013 2014
Route network improvements
FAB with UK/NATS VDL Mode 2
Measures planned Extra sectors as required DMEAN actions
Datalink Measures planned
Flight Efficiency Plan – ENAV 2009-2014
Significant Events Operational Improvements as a result of BLUMED FAB
Improved Mode S
Capacity increase p.a. 5% 3% 5% 0% ADSB
infrastructure
Reference profile 0% 0% 1% 1% Max sectors 6* 6* 6* 6*
Additional information Capacity increase p.a. 0% 0% 0% 0%
Additional information * max. 8 sectors could be opened depending on traffic demand and staff availability
Shannon ACC is zero minutes per flight. Enroute Summer Delay Forecast
Expected Summer performance Brindisi ACC is zero minutes per flight.
No problems are expected at Shannon ACC.

No problems are expected at Brindisi ACC.
86 87
ITALY MILAN ACC ITALY PADOVA ACC
Traffic forecast
Traffic forecast
ACC Growth 2011 2012 2013 2014

ACC Growth 2011 2012 2013 2014
H 7% 13% 18% 24%
H 7% 14% 19% 25%
B 4% 8% 11% 15%
Milan B 4% 8% 12% 16%
L -1% 2% 4% 7% Padova
L -1% 2% 4% 7%
Shortest Routes: +5%

Italy: Capacity Plan Milan LIMM ACC Italy: Capacity Plan Padova LIPP ACC
Year 2011 2012 2013 2014 Year 2011 2012 2013 2014
Revised sector loads and sector optimisation Revised sector loads and sector optimisation
VDL Mode 2 DMEAN actions
DMEAN actions Flight Efficiency Plan – ENAV 2009-2014
Flight Efficiency Plan – ENAV 2009-2014 Measures planned Operational Improvements as a result of BLUMED FAB
Operational Improvements as a result of BLUMED FAB Improved Mode S
Measures planned Improved Mode S ADSB
ADSB infrastructure
infrastructure Implementation of terminal service for
Reorganisation of airports located within Padova area
Milano TMA Max sectors 13 13 13 13
PRNAV STARS at Capacity increase p.a. 5% 4,5% 3% 5,5%
Milan Malpensa Reference profile 2% 3% 2% 3%
Max sectors 18 18 18 18 Additional information
Additional information Enroute Summer Delay Forecast
Padova ACC is 0.2 minutes per flight.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Milan
ACC is zero minutes per flight. Expected Summer performance
No problems are expected at Padova ACC.
No problems are expected in Milan ACC.
88 89
ITALY ROME ACC LATVIA RIGA ACC
H 8% 14% 20% 27% H 9% 19% 26% 33%
B 5% 9% 13% 17% B 5% 14% 18% 24%
Rome Riga
L 0% 3% 5% 8% L 0% 4% 9% 13%
Shortest Routes: No significant Impact Shortest Routes: -5%
Italy: Capacity Plan Rome LIRR ACC
Year 2011 2012 2013 2014 Latvia: Capacity Plan Riga EVRR ACC
Revised sector loads and sector optimisation Year 2011 2012 2013 2014
Optimum maximum configurations Measures planned Various ATM system improvements (RNP1 in Riga TMA, AMAN etc.)
VDL Mode 2 Significant Events
DMEAN actions Max sectors 3 + 1 APP 3 + 1 APP 3 + 1 APP 3 + 1 APP
Flight Efficiency Plan – ENAV 2009-2014 Capacity increase Sufficient capacity to meet expected demand
Measures planned Operational Improvements as a result of BLUMED FAB Reference profile 0% 0% 2% 2%
Improved Mode S Additional information
ADSB
infrastructure
Implementation of
PRNAV in Roma Enroute Summer Delay Forecast
TMA
Max sectors 21* 21* 21* 21 * Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Riga
Capacity increase p.a. 3% 4% 3% 5% ACC is zero minutes per flight.
Additional information * max. 23 sectors depending on traffic demand and staff availability
No problems are expected at Riga ACC.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Rome
ACC is zero minutes per flight.

No problems are expected at Rome ACC.
90 91
LITHUANIA VILNIUS ACC MALTA MALTA ACC
H 10% 20% 28% 37% H 12% 21% 30% 39%
B 6% 13% 20% 26% B 8% 13% 19% 28%
Vilnius Malta
L -2% 3% 9% 15% L 2% 5% 10% 15%
Shortest Routes: No significant Impact Shortest Routes: No significant Impact
Malta: Capacity Plan Malta LMMM ACC

Lithuania: Capacity Plan Vilnius EYVC ACC Year 2011 2012 2013 2014
Year 2011 2012 2013 2014 Measures planned
Max sectors 2 2 2 2
Airspace reorganisation project in progress*
Measures planned rd
Capacity increase Sufficient capacity to meet expected demand
Introduction of 3 Reference profile 0% 0% 0% 0%
sector
Significant Events
Max sectors 3 3 3 3
Reference profile 0% 0% 1% 1% Enroute Summer Delay Forecast
Additional information *Implementation planned for second half of 2011 Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for
Malta ACC is zero minutes per flight.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Vilnius Expected Summer performance
No problems are expected at Malta ACC.

No problems are expected at Vilnius ACC.
92 93
MOLDOVA CHISINAU ACC THE NETHERLANDS AMSTERDAM ACC
H 13% 24% 34% 48% H 6% 9% 13% 16%
B 5% 13% 21% 30% B 2% 6% 8% 11%

Chisinau Amsterdam
L -5% 8% 13% 18% L -1% 1% 2% 4%
Shortest Routes: +27% Shortest Routes: No significant Impact
The Netherlands: Capacity Plan Amsterdam EHAA ACC

Moldova: Capacity Plan Chisinau LUUU ACC Year 2011 2012 2013 2014
Year 2011 2012 2013 2014 Measures planned Optimisation of ATS route network & procedures
Measures planned Significant Events
Max sectors 2 2 2 2 Max sectors 5 5 5 5
Capacity increase Sufficient capacity to meet expected demand Capacity increase p.a. 2% 2% 2% 2%
Reference profile 0% 0% 0% 0% Reference profile (ACC) 0% 0% 0% 2%

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Amsterdam ACC is zero minutes per flight.
Chisinau ACC is zero minutes per flight.

No significant problems are expected at Amsterdam ACC, although environmental constraints could generate higher
No problems are expected at Chisinau ACC. delay than is expected.
94 95
NORWAY BODO ACC NORWAY OSLO ACC

ACC Growth 2011 2012 2013 2014
ACC Growth 2011 2012 2013 2014 H 8% 14% 17% 22%
H 6% 10% 13% 16% B 6% 9% 12% 15%

Oslo
B 4% 7% 9% 11% L 1% 3% 5% 7%
Bodo Shortest Routes: No significant Impact
L 1% 2% 4% 6%
Shortest Routes: No significant Impact % growth per ACC v. 2009, based on STATFOR MT Forecast

Planned capacity enhancement measures and Sector evolution Norway: Capacity Plan Oslo ENOS ACC
Year 2011 2012 2013 2014
Norway: Capacity Plan Bodo ENBD ACC Flexible rostering of ATC staff
Year 2011 2012 2013 2014 Recruitment and training of air traffic controllers
Flexible rostering of ATC staff Measures planned Revision of FUA operations
Implementation of
Measures planned Recruitment and training of air traffic controllers Oslo ASAP (New
Revision of FUA operations Airspace Structure)
Significant Events Significant Events
Max sectors 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic Max sectors 8 8 8 8
Capacity increase Capacity increase
Reference profile 0% 0% 0% 0% Reference profile 0% 0% 0% 0%

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Bodo Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Oslo
ACC is zero minutes per flight. ACC is zero minutes per flight.

No problems are expected at Bodo ACC. No problems are expected at Oslo ACC.
96 97
NORWAY STAVANGER ACC POLAND WARSAW ACC
H 6% 12% 15% 20% H 11% 20% 27% 35%
B 3% 7% 10% 14% B 7% 14% 19% 25%

Stavanger Warsaw
L 0% 1% 3% 4% L 1% 5% 10% 15%
Shortest Routes: No significant Impact Shortest Routes: + 5%
Poland: Capacity Plan Warsaw EPWW ACC
Year 2011 2012 2013 2014
Norway: Capacity Plan Stavanger ENSV ACC Additional controllers
Year 2011 2012 2013 2014 Minor ATS route network improvements Polish 2010+ airspace project
Flexible rostering of ATC staff Improved sector
Improved sector configurations
Measures planned Recruitment and training of air traffic controllers opening schemes
Revision of FUA operations Training and testing
Significant Events for the new ATM Re-evaluation of sector capacities
Max sectors 3 + 1 helicopter 3 + 1 helicopter 3 + 1 helicopter 3 + 1 helicopter Measures planned system
Capacity increase 12 elementary
Reference profile 0% 0% 0% 0% horizontal sectors - Implementation of vertical sectorisation
improved flexibility
Operational
availability of the new Consolidation of operations of the new ATM
ATM system (Winter system
Enroute Summer Delay Forecast 2011/12)
Significant Events EURO 2012
Max sectors 8 9-10 10-11* 12*
Stavanger ACC is zero minutes per flight. Capacity increase p.a. 0% 10% 15% 10%
*Depending on traffic demand and staff availability
Expected Summer performance New ATM system
No problems are expected at Stavanger ACC. - Training: September/October 2010 till December 2011
Additional information - Switch over: December 2011
- Transition period: Dec 2011 – March 2012
- Reduction in staff availability due to training for new system and OJT in 2010/11
- Training for the new system will also concern TWR units

Warsaw ACC is 2.9 minutes per flight for 2011 and 2.6 minutes per flight for 2012.

The operation of non-optimum sectorisation due to system limitations will continue to cause delay until the new ATM system
is fully operational.
Potential bottleneck sectors: D, G, J and T
98 99
PORTUGAL LISBON ACC ROMANIA BUCHAREST ACC
Traffic forecast
Traffic forecast
ACC Growth 2011 2012 2013 2014
H 9% 14% 19% 24%
B 5% 9% 12% 15% ACC Growth 2011 2012 2013 2014
Lisbon
L 1% 2% 3% 4% H 14% 24% 34% 44%
Shortest Routes: No significant Impact B 9% 17% 24% 32%
Bucharest
% growth per ACC v. 2009, based on STATFOR MT Forecast L 2% 8% 14% 20%
Portugal: Capacity Plan Lisbon LPPC ACC
Year 2011 2012 2013 2014 Planned capacity enhancement measures and Sector evolution
Improved rostering and sector opening schemes
Romania: Capacity Plan Bucharest LRBB ACC
Additional controllers Year 2011 2012 2013 2014
Update traffic volume definition for free Measures planned ATS route network and sectorisation improvements
Area Proximity warning (APW)
route + Casablanca Significant Events
OLDI links with Max sectors 20 20 20 20
MTCD and conformance monitoring New sector
Measures planned GCCC Capacity increase Sufficient capacity to meet demand
New Upper sector* Minimum Safe Altitude Warning (MSAW) Reference profile 0% 0% 0% 0%
New BRNAV ATS route structure Additional information
Casablanca FIR
Sector Design Optimisation according to
Casablanca project
Football World Cup Enroute Summer Delay Forecast
Significant Events
in Brazil
10 10 10 10 -12
Max sectors
(8 ENR+2 TMA) (8 ENR+2 TMA) (8 ENR+2 TMA) (8-9 ENR+2-3 TMA) Bucharest ACC is zero minutes per flight.
Additional information * Depending on the traffic evolution in 2010-2011 Expected Summer performance
No problems are expected at Bucharest ACC.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Lisbon

No problems are expected for Lisbon ACC.
100 101
SERBIA BELGRADE ACC SLOVAK REPUBLIC BRATISLAVA ACC
Traffic forecast
Traffic forecast
ACC Growth 2011 2012 2013 2014

H 12% 19% 26% 34% ACC Growth 2011 2012 2013 2014
B 8% 13% 18% 23% H 12% 20% 27% 35%
Belgrade
L 1% 5% 9% 13% B 7% 13% 18% 24%
Bratislava
Shortest Routes: No significant Impact L 0% 5% 10% 14%
% growth per ACC v. 2009, based on STATFOR MT Forecast Shortest Routes: -5%
Serbia: Capacity Plan Belgrade LYBA ACC
2011 2012 2013 2014
Year
Route network Development Slovak Republic: Capacity Plan Bratislava LZBB ACC
Year 2011 2012 2013 2014
Improved airspace management
Flexible use of staff Continuous improvements of the route network and sectorisation
Civil/military coordination improvement Adaptation of sector opening times
Additional controllers Improved flow and capacity management techniques
Measures planned
Reorganisation of Improved staff deployment
Consolidation of Elementary Mode S Additional controllers
lower airspace – Data Link
operations of FAMUS implementation
establishment of FIC New ATC system
Max sectors 6 6 6 6
Improve TMA airspace organisation and
Dynamic modular sectorisation Capacity increase p.a. 5% 5% 5% 5%
introduction of RNAV in TMA
New ops room and Additional information
Measures planned system
modernisation Consolidation of new
FAMUS (new DPS ATCC concept of
with CDTools, operation Enroute Summer Delay Forecast
MONA, SYSCO; new Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for
VCS, AMHS, TRS)
Bratislava ACC is 0.1 minutes per flight.
New ATCC concept
Free Route concept
of operation
Implementation of
Correlated Position
ACC/APP single ops
Reports (CPR)
No problems are expected at Bratislava ACC.
room
Full implementation
CCAMS
of FUA concept
Additional information SMATSA delay target is zero minutes per flight.

Belgrade ACC is zero minutes per flight.

No problems are expected at Belgrade ACC.
102 103
SLOVENIA LJUBLJANA ACC SPAIN BARCELONA ACC
H 10% 17% 23% 30% H 7% 12% 17% 22%
B 5% 10% 15% 20% B 3% 7% 10% 13%
Ljubljana Barcelona
L -1% 2% 5% 9% L -3% -1% 1% 3%
Shortest Routes: +24% Shortest Routes: No significant Impact
Slovenia: Capacity Plan Ljubljan LJLJ ACC Spain: Capacity Plan Barcelona LECB ACC
Year 2011 2012 2013 2014 Year 2011 2012 2013 2014
ATS route network and traffic organisation changes ATC system upgrades
Improved ATFCM Optimised sector configurations
Additional ATCOs will be recruited as necessary Staff rostering improvement
4 sector configuration Measures planned Route structure
Flexible sector configurations (max 5 sectors) PRNAV structure for
for longer periods improvements
Measures planned TMAs
Madrid - Baleares
Upgrade of radar One additional sector interface sector New sectorisation of
to Mode S (if required) reorganisation Barcelona TMA
Implementation of New building
new ops room Significant Events Valencia TACC
ASMGCS-1 at LEBL
Significant Events 14ACC 14ACC 14ACC 14ACC
Max sectors 4 5 5 5 Max sectors 6 APP LEBL 7APP LEBL 7APP LEBL 7APP LEBL
Capacity increase p.a. 3% 7% 5% 3% 4 APP LECL 4 APP LECL 4 APP LECL 4 APP LECL
Reference profile 5% 6% 7% 3% apacity increase p.a. (ACC 4% 4% 4% 4%
Additional information *Depending on traffic growth
Implementation of the new ops room (winter 2011-2012) will not affect capacity. Additional information

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Enroute Summer Delay Forecast
Ljubljana ACC is zero minutes per flight. Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for
Barcelona ACC is 0.1minutes per flight.
No problems are expected at Ljubljana ACC. Expected Summer performance
No problems are expected for Barcelona ACC.
104 105
SPAIN CANARIAS ACC SPAIN MADRID ACC
H 9% 14% 19% 24% H 6% 10% 14% 18%
B 6% 9% 12% 16% B 3% 5% 8% 10%
Canaries Madrid
L 0% 1% 3% 5% L -2% -1% -1% 1%
Spain: Capacity Plan Canarias GCCC ACC
Year 2011 2012 2013 2014 Spain: Capacity Plan Madrid LEMD ACC
ATM system upgrade Year 2011 2012 2013 2014
Optimised sector configurations ATC system upgrades
Measures planned
PRNAV structure for Optimised sector configurations
TMAs Staff rostering improvement
Significant Events ASMGCS-1 at GCXO
Measures planned Independent parallel
Max sectors 9 (5 APP/3+1ENR) 9 (5 APP/3+1ENR) 9 (5 APP/3+1ENR) 9 (5 APP/3+1ENR)
0% 0% 0% 0% runway ops at LEMD
Reference profile 0% 0% 0% 0% PRNAV structure for
Additional information TMAs
Significant Events
18 ACC 18 ACC 18 ACC 18 ACC
Max sectors
Enroute Summer Delay Forecast 10 APP 10 APP 10 APP 10 APP
apacity increase p.a. (ACC 6% 4% 4% 4%
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Reference profile (ACC) 3% 5% 4% 4%
Canarias ACC is zero minutes per flight. Additional information

Expected Summer performance Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Madrid
No problems are expected at Canarias ACC. ACC is 0.4 minutes per flight for 2011 and 0.3 minutes per flight for 2012.

No big problems are expected. Airspace solutions are available for some of the congested sectors – firm proposals and
their timely implementation is essential to an improved performance when traffic growth again accelerates.
Potential bottleneck sectors: DOM, CJL, PAL, PAU, TLU
106 107
SPAIN PALMA ACC SPAIN SEVILLA ACC
H 8% 12% 17% 22% H 8% 14% 19% 24%
B 4% 7% 10% 13% B 5% 8% 12% 16%
Palma Sevilla
L -4% -2% 0% 2% L 0% 0% 2% 5%
Spain: Capacity Plan Palma LEPA ACC
Year 2011 2012 2013 2014
Spain: Capacity Plan Seville LECS ACC
ATC system upgrades
Year 2011 2012 2013 2014
Measures planned Optimised sector configurations
ATC system upgrades
PRNAV structure for
TMAs Optimised sector configurations
Significant Events Staff rostering improvement
Measures planned New airspace
Max sectors 3 (+5 APP) 3 (+5 APP) 3 (+5 APP) 3 (+5 APP)
Capacity increase p.a. 2% 2% 2% 2% structure for Malaga
Reference profile 2% 1% 1% 2% TMA based on
Additional information PRNAV
TLP - European Military activity (every 2 months)
Significant Events
ASMGCS-1 at LEMG
Enroute Summer Delay Forecast Max sectors 6ACC+2 APP 6ACC+2 APP 6ACC+2 APP 6ACC+2 APP
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Palma Reference profile 1% 1% 3% 4%
ACC is 0.1minutes per flight. Additional information
Expected Summer performance Enroute Summer Delay Forecast

No significant problems are expected in Palma ACC. Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Seville

No problems are foreseen for Seville ACC.
108 109
SWEDEN MALMO ACC SWEDEN STOCKHOLM ACC
H 9% 15% 20% 25% H 7% 13% 16% 20%
B 5% 10% 14% 18% B 3% 8% 11% 14%
Malmo Stockholm
L 0% 3% 5% 8% L -1% 2% 4% 6%
Sweden: Capacity Plan Stockholm ESSO ACC
Sweden: Capacity Plan Malmo ESMM ACC Year 2011 2012 2013 2014
Year 2011 2012 2013 2014 Gradual availability of additional controllers
Gradual availability of additional controllers DK/SE FAB Implementation
DK/SE FAB Implementation Eurocat platform (COOPANS)
Eurocat platform (COOPANS) implementation
implementation Measures Planned
Measures Planned
FRAS Phase 4
FRAS Phase 4
(including evolving
(including evolving
traffic above FL 285
traffic above FL 285
South of 61 N)
South of 61 N)
Significant Events Significant Events
Max sectors 10+1* 10+1* 10+1* 10+1* Max sectors 10+3 10+3* 10+3* 10+3*
Capacity increase p.a. Sufficient capacity to meet expected demand Capacity increase p.a. Sufficient capacity to meet expected demand

*More sectors if required, depending on traffic, staff availability, and FAB initiatives.
*More sectors if required, depending on traffic, staff availability, and FAB initiatives. 12-20 additional controllers p.a. in Sweden, optimum levels expected 2010-11
12-20 additional controllers p.a. in Sweden, optimum levels expected 2010-11 Additional information DK/SE FAB implementation is provisionally planned in the timeframe 2010-2012, with
Additional information DK/SE FAB implementation is provisionally planned in the timeframe 2010-2012, with the aim to increase efficiency and reduce costs for Air Navigation Services initially in
the aim to increase efficiency and reduce costs for Air Navigation Services initially in Sweden and Denmark.
Sweden and Denmark.

Enroute Summer Delay Forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Malmö Stockholm ACC is zero minutes per flight.

Expected Summer performance No problems are expected at Stockholm ACC.
No problems are expected at Malmo ACC.
110 111
SWITZERLAND GENEVA ACC SWITZERLAND ZURICH ACC

ACC Growth 2011 2012 2013 2014
ACC Growth 2011 2012 2013 2014
H 7% 12% 16% 21%
H 8% 13% 17% 21%
B 4% 7% 9% 13%
Geneva B 4% 7% 11% 14%
L -2% 0% 2% 4% Zurich
Shortest Routes: -6% L -2% 1% 3% 5%

Switzerland: Capacity Plan Geneva LSAG ACC
Year 2011 2012 2013 2014 Switzerland: Capacity Plan Zurich LSAZ ACC
ATFCM / DMEAN Year 2011 2012 2013 2014
Increased staff levels Increased staff levels
processes
Cross-qualification of controllers ATFCM / DMEAN
Electronic Flight Data (EFD) FABEC - ATFCM / ASM
(upper/lower) processes
FABEC - ATFCM / ASM Measures planned Implementation of
New sectorisation Mode S enhanced
Measures planned stripless system
Mode S enhanced Upper airspace surveillance
Datalink CPDLC FASTI -SYSCO
surveillance
Electronic Flight Data (EFD) Datalink CPDLC
Stripless HMI (new
Significant Events
Lower – upgraded
Upper) FASTI-
Capacity increase p.a. 5% - 12% 1% - 3% 5% - 7% 3% - 5%
SYSCO
Significant Events
Additional information New sectorisation: beginning of June 2010
Max sectors 9 (6 + 3) 9 (6 + 3) 9 9
Capacity increase p.a. 2% / 5% 3% / 5% 2% / 5% 3% / 7%
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Zurich
ACC is 0.3 minutes per flight for 2011 and 0.4 minutes per flight for 2012.
Geneva ACC is 0.4 minutes per flight for 2011 and 0.3 minutes per flight for 2012. Expected Summer performance
No significant problems are foreseen for Zurich ACC, provided that sufficient controllers are available to open optimum
configurations.
No significant problems are foreseen for Geneva ACC, provided that sufficient controllers are available to open optimum
configurations.
112 113
TURKEY ANKARA ACC TURKEY ISTANBUL APP

ACC Growth 2011 2012 2013 2014
H 16% 27% 38% 48%
B 13% 21% 30% 39%
Ankara 2011 Planned capacity enhancement measures and Sector evolution
L 7% 15% 22% 29%
Turkey: Capacity Plan Istanbul LTBB ACC/APP
% growth per ACC v. 2009, based on STATFOR MT Forecast Year 2011 2012 2013 2014
ATS route structure development
Planned capacity enhancement measures and Sector evolution Improved civil/military coordination
Turkey: Capacity Plan Ankara LTAA ACC A/G and G/G communications infrastructure
Year 2011 2012 2013 2014 improvements
ATS route structure development Improved surveillance infrastructure
Additional controllers (replace current stations and add new
sensors)
Improved civil/military coordination
Implementation of
A/G and G/G communications infrastructure Measures planned
Mode S SMART system
p improvements
(replace current stations and add new Additional
sensors) controllers*
Transfer of airspace
Measures planned New Ankara ACC +FL235 to Ankara
(Max 25 physical Consolidation of ACC
sectors + 5 otpional) - operations with new Additional sectors for
Implementation of Ankara ACC Istanbul APP below
SMART system FL235
Revised upper airspace sectorisation (20 Training for transition

sectors + FL235) and reconfiguration of Significant Events to SMART and new
ACC/APP with DFL 235 and 335) Ankara ACC
Training for transition
Max sectors 5 (below FL235) 5 (below FL235) 5 (below FL235) 5 (below FL235)
to SMART and new
Significant Events Ankara ACC *Depending on staff relocation to Ankara
(all Turkish airspace Additional information After 2011, Istanbul and Izmir will be APP up to 235.
> FL 245) Enroute service will be under responsibility of Ankara ACC.
Max sectors 10-20* 20 22 25
Capacity increase p.a. N/A 10% 10% 10% Enroute Summer Delay Forecast
Reference profile 164 flights/hr 9% 7% 6% Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for
*Depending on staff relocation to Ankara
Istanbul APP is zero minutes per flight.
Additional information After 2011, Istanbul and Izmir will be APP up to 235.
Enroute service will be under responsibility of Ankara ACC. Expected Summer performance
No problems are foreseen for Istanbul APP.
Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Ankara
No problems are foreseen for Ankara ACC.
114 115
TURKEY IZMIR APP UKRAINE KHARKIV ACC
Traffic forecast
Traffic forecast
ACC Growth 2011 2012 2013 2014

H 12% 23% 33% 42%
Planned capacity enhancement measures and Sector evolution B 9% 18% 25% 33%
Kharkiv
Turkey: Capacity Plan for Izmir LTBJ ACC/APP L 4% 12% 17% 23%
Year Shortest Routes: No significant Impact
2011 2012 2013 2014
ATS route structure development % growth per ACC v. 2009, based on STATFOR MT Forecast
Improved civil/military coordination
A/G and G/G communications infrastructure Planned capacity enhancement measures and Sector evolution
improvements
Improved surveillance infrastructure
(replace current stations and add new
Ukraine: Capacity Plan Kharkiv UKHV ACC
sensors)
Measures planned Year 2011 2012 2013 2014
Implementation of Measures planned
SMART system Max sectors 4 4 4 4
Additional Reference profile 0% 0% 0% 0%
controllers* Additional information Euro 2012
Transfer of airspace
+FL235 to Ankara
ACC
Training for transition
Significant Events to SMART and new
Ankara ACC Kharkiv ACC is zero minutes per flight.
Max sectors 5 (below FL235) 5 (below FL235) 5 (below FL235) 5 (below FL235)
*Depending on staff relocation to Ankara No problems are foreseen for Kharkiv ACC.
Additional information After 2011, Istanbul and Izmir will be APP up to 235.
Enroute service will be under responsibility of Ankara ACC.

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Izmir
APP is zero minutes per flight.
No problems are foreseen for Izmir APP.
116 117
UKRAINE KYIV ACC UKRAINE L’VIV ACC
ACC Growth 2011 2012 2013 2014

ACC Growth 2011 2012 2013 2014
H 13% 24% 33% 43%
H 12% 22% 30% 40%
B 8% 18% 24% 31%
Kyiv B 8% 16% 22% 28%
L 2% 11% 15% 21% L'viv
L 1% 9% 13% 19%
Ukraine: Capacity Plan Kyiv UKBV ACC

Ukraine: Capacity Plan Lviv UKLV ACC
Year 2011 2012 2013 2014
Year 2011 2012 2013 2014
Measures planned
Measures planned
Max sectors 6 6 6 6
Max sectors 4 4 4 4
Additional information Euro 2012
Additional information Euro 2012

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Kyiv Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for L’viv
ACC is zero minutes per flight. ACC is zero minutes per flight.
No problems are foreseen for Kyiv ACC. No problems are foreseen for L’viv ACC.
118 119
UKRAINE ODESA ACC UKRAINE SIMFEROPOL ACC

ACC Growth 2011 2012 2013 2014
H 15% 27% 35% 49% ACC Growth 2011 2012 2013 2014
B 10% 19% 27% 35% H 14% 23% 31% 41%
Odesa
L 3% 13% 18% 24% B 10% 18% 24% 31%
Simferopol
Shortest Routes: +8% L 4% 11% 16% 22%
% growth per ACC v. 2009, based on STATFOR MT Forecast Shortest Routes: +12%
Ukraine: Capacity Plan Odesa UKOV ACC Ukraine: Capacity Plan Simferopol UKFV ACC
Year 2011 2012 2013 2014 Year 2011 2012 2013 2014
Measures planned Measures planned
Max sectors 3 3 3 3 Max sectors 5 5 5 5
Capacity increase Sufficient capacity to meet expected demand Capacity increase Sufficient capacity to meet expected demand
Additional information Euro 2012 Additional information Euro 2012

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Odesa Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for
ACC is zero minutes per flight. Simferopol ACC is zero minutes per flight.
No problems are foreseen for Odesa ACC. No problems are foreseen for Simferopol ACC.
120 121
UNITED KINGDOM LONDON ACC UNITED KINGDOM LONDON TC
ACC Growth 2011 2012 2013 2014

ACC Growth 2011 2012 2013 2014
H 4% 9% 12% 16%
H 5% 9% 13% 17%
B 2% 5% 8% 10%
B 2% 5% 8% 11% London TC
London ACC L -2% 1% 2% 5%
L -2% 1% 2% 4%

UK: Capacity Plan London Enroute EGTT ACC UK: Capacity Plan London Terminal EGTT TC
Year 2011 2012 2013 2014 Year 2011 2012 2013 2014
Traffic Management Improvements Traffic Management Improvements
Adaptation of sector configurations to demand Adaptation of sector configurations to demand
Flexible use of existing staff Flexible use of existing staff
(incl.cross-sector training) more closely related to sector demand Improved ATFCM
Improved ATFCM Measures planned Complexity reduction and improved traffic presentation between sectors / ANSPs
Measures planned Complexity reduction and improved traffic presentation between sectors / ANSPs
Electronic Flight Data
UK/Ireland FAB intiatives TC North (main) Collaborative TMA developments
(EFD)
DVR/LYD Sector
TC airspace program
development,
Upper sector (phase 1)
iFACTS including closely
development Summer Olympic
spaced routes Significant events
(PRNAV/RNP) Games
Max positions 17 17 17 17
Summer Olympic Rugby League World Commonwealth
Significant events Training for iFACTS Capacity increase p.a. 3% 3% 1% 3%
Games Cup Games
Max positions 26 26 26 26
Training for iFACTS: starting in Summer 2010 – No operational impact planned
Full operational deployment of iFACTS from April 2011
Enroute Summer Delay Forecast Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for
London TC is 0.1 minutes per flight.
London ACC is 0.3 minutes per flight.
Expected Summer performance No significant problems are foreseen for London TC.
Training for the new ATM system combined with increased demand on busy sectors during peak hours could lead to
reduced configurations and higher than expected delays.
122 123
UNITED KINGDOM NEW PRESTWICK ACC
Traffic forecast New Prestwick (merge of Manchester & Scottish ACCs)
ACC Growth 2011 2012 2013 2014

H 4% 8% 11% 15%
B 1% 4% 6% 9%
Prestwick
L -2% 0% 1% 2%

UK: Capacity Plan New Prestwick EGPX ACC
Year 2011 2012 2013 2014
Traffic Management Improvements
Adaptation of sector configurations to demand
Flexible use of existing staff
Improved ATFCM
Measures planned
Complexity reduction and improved traffic presentation between sectors / ANSPs INTENTIONALLY LEFT BLANK
UK/Ireland FAB intiatives
Electronic Flight Data
Manchester TMA
(EFD)
Upper Sectors
Montrose
Project
Summer Olympic Rugby League Commonwealth
Significant events
Games World Cup Games

Prestwick ACC is 0.1 minutes per flight for 2011 and 0.2 minutes per flight for 2012.

The integration of Manchester and Scottish into Prestwick ACC could result in reduced configurations during the training and
implementation phases.
124 125
ANNEX 2 : AIRPORTS
This section presents information about each of the 28 airports identified as having a potential effect upon the network
in terms of ATFCM delays. The following data is reported if available:
Airport location, IATA and ICAO airport code
Traffic and Forecasts:

 Actual traffic development from 2005 and traffic forecast for departures and arrivals until 2014
 IFR movements yearly
(source: EUROCONTROL PRISME database - Data:
2005-2009 CFMU
EUROCONTROL Medium-Term Forecast, Flight Movements 2010-2016, February 2010, www.eurocontrol.int/statfor)
Declared Capacity
 Maximum runway capacities for both, arrivals and departures, as well as the global capacity.
(source: Airport Unit - Airport database – info provided by the airports March 2010)
Planned Activities
 Local Airport Capacity Enhancement Measures - Mid-/Long Term (1 to 15 years)
(source: Airport Unit - Airport database – info provided by the airports March 2010 / LSSIP documents)
 Joint EUROCONTROL Projects:

Status of the implementation activities in support of DMEAN:
 Airside Capacity Enhancement (ACE)
 Analysis and Delay Reduction
 Airport Collaborative Decision Making (A-CDM)
(source: Airport Unit – Airport database – info provided by the airports March 2010)
TMA / Approach & Changes foreseen in TMA

Changes foreseen in Traffic mix

Operational Contacts (Airport Operator / ANSP)

126
ALICANTE AIRPORT – ALC/ LEAL

Joint EUROCONTROL Projects
Airport Airside Capacity Enhancement (ACE) Implementation
1. TRAFFIC AND FORECAST
 Status: Not planned
Analysis and Delay Reduction
Airport CDM Implementation
Local Airport CDM Implementation
 Status:
AENA / EUROCONTROL Joint Action Plan established. In line with the action plan Airport CDM will not commence
in Alicante before Palma or Madrid. No plan for the moment.
4. TMA / APPROACH
Does TMA / Approach constrain airport capacity? Changes foreseen in TMA
5. TRAFFIC MIX
Changes foreseen in traffic mix?
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 2.5% 4.4% 2.2% -7.9% 6. OPERATIONAL CONTACTS
Base -4.0% 5.3% -0.3% -1.0% 3.7%  Airport Operator:
High -1.3% 5.6% 5.8% 0.5% 0.3% Elisa Callejo Tamayo
Low -7.3% 2.8% -1.6% -2.1% 2.5% Jefa del Departamento de Area Terminal
Division de Operaciones
2. DECLARED CAPACITY Direccion de Operaciones y Sistemas de Red - Aena
Capacities for different runway configurations 91 321 13 25

ecallejo@aena.es
Runway Config.: Max Arrivals : Max Departures: Global : Optimum
18 18 30  ANSP:
Jose Luis de la Calle
3. PLANNED ACTIVITIES:
jldelacalle@aena.es
Airport Capacity Enhancement Measures
Head of ATFCM - AENA – Spain
Mid- / Long-Term (1 to 15 years)
 On going / Planned:  Benefits:
 Implementation date(s):
There are no planned actions in Alicante airport for the
2010-2014 period with direct and positive foreseen effect
on capacity.
127 128
AMSTERDAM AIRPORT – AMS/EHAM
1. TRAFFIC AND FORECAST  On going / Planned:  Benefits:
Nothing reported  Implementation date(s):

 Status: The NL has implemented different ACE methods and practices than recommended in the Eurocontrol
ACE guidelines and implementation manual.
 Status:
 Benefits:
 Status:
Revised project organisation Q3 2009, New programme Manager appointed, MoU signed by AAS, LVNL and
KLM. Data-Exchange (DPI, FUM) is part of A-CDM project development.
Integration of Airports into the network (DPI, FUM)
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014  Status: Data-Exchange (DPI, FUM) is part of A-CDM project development
Actual 4.7% 3.2% -1.7% -8.9%

4. TMA / APPROACH
Base 0.1% 2.0% 2.6% 1.9% 2.1%
High 2.2% 2.1% 3.5% 2.7% 2.8% Does TMA / Approach constrain airport capacity? Changes foreseen in TMA
No
Low -2.5% 0.8% 1.8% 1.2% 1.4%
5. TRAFFIC MIX
2. DECLARED CAPACITY
Capacities for different runway configurations
KLM will stop operating FK50
68 74 112 6. OPERATIONAL CONTACTS

 Airport Operator:
Additional Information:
M. Van der Meer - Meer_M@schiphol.nl - Physical Capacity advisor - +31 20 601 2907
More detailed information is available via the following link:  ANSP:
Capacity prognosis: ( http://cdm.klm.com). This webpage shows the Inbound and Outbound Capacity Frank Dijkgraaf Manager Operations Support and Development- +31 204062802 - f.c.dijkgraaf@lvnl.nl
Forecast at Amsterdam Airport Schiphol, produced by a forecast model that is based on:
. Technical runway availability Airport authority
. Meteo forecasts (KNMI)
129 130
BARCELONA AIRPORT – BCN/ LEBL
1. TRAFFIC AND FORECAST  On going / Planned:  Benefits:
Not reported

 Status:
ACE study started in 2009, with the first data collection taking place in September 2009. The study is ongoing, first
forums have already taken place in Feb 2010 and second data collection expected for September 2010.
Awareness leaflet in preparation.
Benefits:
 Status:
 Benefits:
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014  Status:
Actual 6.2% 7.5% -8.8% -13.2% Barcelona airport plans to implement of A-CDM (2011).
Base -2.7% 2.0% 2.5% 2.0% 2.2%
4. TMA / APPROACH
High -0.2% 2.2% 4.1% 3.3% 3.5%
Low -6.0% -0.4% 1.5% 0.8% 0.9% Does TMA / Approach constrain airport capacity? Changes foreseen in TMA
Yes
5. TRAFFIC MIX
04:00 - 04:59 18 30 6. OPERATIONAL CONTACTS

22:30 - 03:59 24 24
Elisa Callejo Tamayo
05:00 - 20:29 36 36 64 91 321 13 25 ecallejo@aena.es
 ANSP:
20:30 - 22:29 26 22 Jose Luis de la Calle
jldelacalle@aena.es
Head of ATFCM - AENA - Spain
Gonzalo Alonso
gapacheco@aena.es
131 132
BRUSSELS AIRPORT – BRU/ EBBR Airport Capacity Enhancement Measures
Mid / Long-Term (1 to 15 years)
1. TRAFFIC AND FORECAST On Going / Planned Implementation Date(s) Benefits
A-SMGCS level 2 2010-2011 Airport capacity
Implement Airport Airside Capacity Planning 2011-2013 enhancement
Method 2011-2014
Construction of two RETs 2014

 Status:
 Benefits:
 Status: Delay Analysis Meeting held in 2008.
Environmental issues incorporated into ACE Delay Analysis Report.
 Benefits:

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
 Status:
Actual 0.8% 3.9% -2.0% -10.8%
Full implementation of Local Airport CDM, fine tuning of ACIS
Base 0.2% 1.5% 2.7% 1.9% 2.1%
High 2.8% 1.9% 3.8% 2.8% 3.0%
Status: Brussels airport is linked to the ATM Network via DPI messages; the second airport to reach this goal
Low -2.8% -0.0% 1.6% 0.9% 1.0% after Munich in May 2007.
Operations run smoothly, only minor adaptations will be required without interrupting the flow of DPI messages.
4. TMA / APPROACH
Does TMA / Approach constrain airport Changes foreseen in TMA
Runway Config.: Max Arrivals : Max Departures: Global : Optimum capacity? Holds are not optimally situated, airspace (vectoring
48 44 74 Yes area) differs significantly according to the rwy
configuration
These declared capacities are valid from 07.00LT till 22.59LT
5. TRAFFIC MIX
The declared capacity between 06.00LT and 06.59LT is equal to 45 movements per hour
The capacity during nighttime (23.00LT till 05.59LT) is noise driven Changes foreseen in traffic mix?
Yes. More long hauls expected
Due to the partial night curfew there will be no more airport slots distributed with take-off times on the
6. OPERATIONAL CONTACTS
following days & between the following hours (always LT):  Airport Operator:
Saturday between 01.00 & 05.59 Kristoff De Winne
Sunday between 00.00 & 05.59  ANSP:
Monday between 00.00 & 05.59 Marc Matthys - Belgocontrol - Capacity, CDM & Punctuality - 0032-2-2062618
133 134
Ferihegy Airport is in Progress - to 12 million PAX/year.

12/2013
BUDAPEST AIRPORT – BUD/ LHBP New Budapest TMA sectorizations are planned in 2010
(2010+) More efficient sectorisations
1. TRAFFIC AND FORECAST vertical division
2009
Construction of 8 new remote stands for Code C aircraft 2011-2014 Expected delay reduction
Construction of new entry and exit taxiway to/from 2009
2010-2014 Expected delay reduction
Apron 2;
Implementation of Apron Guide service on Apron 1 2010
and Apron 2
Removing from marshallers from the start up and push 2010
back procedures
Modifying the layout of Terminal 2AB (SkyCourt) 2010 2011-2014 Expected delay reduction
2011 2012 – 2014 Expected delay
Construction of Pier B connecting to terminal building B
reduction
Construction of Pier A connecting to terminal building A 2013 2014+ Expected delay reduction
Cargo Facility implementation 2012 2013+
Redesign of Apron 1 to create two Code E stands 2010

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
 Status/Benefits:
Actual 1.2% -1.7% -5.0% -6.6% Due to worldwide economic crisis impact, capacity enhancement measures have been postponed until further
Base -1.7% 4.8% 5.3% 5.0% 4.7% notice. No planning of large-scale expansions of airfield facilities.
The actions recommended by the ACE group remain included in the master plan in their entirety. We still consider
High 2.3% 5.3% 6.8% 6.1% 5.8% these recommendations as excellent approach to address capacity shortfalls that will (hopefully) occur in the
Low -5.6% 3.5% 4.2% 3.9% 3.6% medium term. The work in the ACE group helped us identifying the elements required for capacity enhancement
and also understanding the benefits versus costs. Therefore all recommendations are still likely to be implemented
2. DECLARED CAPACITY at some point in time.
If it comes to procedural questions many of the recommendations made by the ACE group have been
implemented in the meantime and show very positive results.
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Analysis and Delay Reduction
 Status: Final report
All 26 No restrictions Y
Additional Information: Airport CDM Implementation
The conditions which trigger a change of the active runway in use: Local Airport CDM Implementation
When tailwind component of surface wind reaches or exceeds 5 knots, the runway direction shall be
changed.  Status: Airport CDM Implementation still on hold
Capacity has been determined for most environmental constrained configuration. 4. TMA / APPROACH
The capacity is:
1.) A maximum arrival capacity 26/hour Does TMA / Approach constrain airport capacity? Changes foreseen in TMA: New vertical
2.) During weekends and public holidays, in case of use landing direction 13, due to environmental reason, No sectorisation
arrival capacity is down to 22/hour. 5. TRAFFIC MIX
Changes foreseen in traffic mix? No changes expected
Airport Capacity Enhancement Measures 6. OPERATIONAL CONTACTS
Mid- / Long-Term (1 to 15 years)  Airport Operator:
Impleme
On going / Planned nt-ation
Benefits Mr. Zoltan Ormandi - Budapest airport Pte Ltd- Head of division Airside Operations- zoltan.ormandi@bud.hu
New RETs for RWY 13R 2014+ Increase arrival capacity  ANSP: Mr. Peter Szaloky - Hungarocontrol Pte Ltd, Head of Aerodrome ATS -
Terminal building expansion project at Budapest 05/2008 Terminal 2AB capacity increase up peter.szaloky@hungarocontrol.hu
135 136
COPENHAGEN AIRPORT – CPH/ EKCH Joint EUROCONTROL Projects

1. TRAFFIC AND FORECAST  Status:
 Benefits:
 Status:
The present capacity matches very well with the demand. There is still spare capacity for a traffic increase.
 Status:
Currently no joint A-CDM activity with EUROCONTROL, but there is a Local CDM between CPH, major airlines
using CPH and Supervisor Copenhagen ACC/TWR/APP. Twice a day a short briefing about what to expect takes
place.
 Benefits:
There is a good understanding of what to expect on the shift between all stakeholders
4. TMA / APPROACH
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Does TMA / Approach constrain airport capacity? Changes foreseen in TMA
No No
Actual -3.8% -0.3% 2.6% -10.6%
Base 1.5% 0.9% 2.4% 1.5% 1.8%
5. TRAFFIC MIX
High 3.9% 1.0% 3.4% 2.3% 2.6%
Low -1.4% -1.1% 1.5% 0.7% 1.0%
No
Capacities for different runway configurations  Airport Operator:
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Mr. Dan Meincke - Director of Operations, +45 32 31 33 33, d.meincke@cph.dk
22L/R 48 48 83 Y  ANSP:
04L/R 48 48 83 Y Pernille Ladefoged - FMP Manager - Naviair - D: +45 3247 8239 M: +45 2023 7117, plg@naviair.dk
The capacity is determined tactical based on the weather conditions and runway configurations on the given
day. Usually it is only changed when operating single runway or in bad weather. There is an option to use a
crossing RWY 12/30 when the crosswind is too hard for the optimal configuration of either 04L/R or 22L/R.
On going / Planned Implementation date(s) Benefits
New Low Cost Carrier Terminal is under 2010 (2010+)
construction
137 138
Level 2 A-SMGCS implementation;

System upgrades preparation.
DUB is planning to construct a parallel runway To be
DUBLIN AIRPORT – DUB/ EIDW Yields significant extra runway
within the coming years. The runway was confirmed ref
capacity moving from a single
planned to be delivered in late 2012 but now will current
runway operation to parallel
be deferred by several years. economic
1. TRAFFIC AND FORECAST runway system.
climate.
Re-organise SIDs and STARs; implementation of implemented
2010+
Departure Controller in 2009
Intersection departures;
Reduced Departure intervals; 2010 2011+
Routes for VFR traffic and helicopters (to be
introduced Q4 2010);
Introduction of P-RNAV SIDs and STARs and
2011 2011+
introduction of Point-Merge system
CAPAN study in progress Expected increase in overall
April 2010
airspace capacity.

 Status:
Implementation of airside capacity enhancement method and best practices based on EUROCONTROL capacity
and efficiency implementation manual ( 2009-2014)
TMA 2012 phase 1 implemented May 2009.
Phase 2 IAA-EUROCONTROL point merge project, implementation date set to Q1 2012.
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Major implementation simulation in 2010 at EUROCONTROL experimental control centre Paris.
 Benefits: Simulations have demonstrated capacity increase of +40% (2008+)
Actual 5.4% 8.1% 0.7% -15.9%
Base -3.5% 5.2% 4.4% 3.6% 4.0%
 Status:
High -0.7% 6.3% 7.0% 6.1% 6.9%  Benefits:
Low -6.7% 3.2% 2.4% 1.6% 2.0% Airport CDM Implementation
2. DECLARED CAPACITY Local Airport CDM Implementation
 Status:CDM phase 1- A situational awareness (Advance surface radar display) module to be implemented at
Capacities for different runway configurations DAA by year end 2010. The system is already implemented at the IAA and training has been completed. CDM
Runway Config.: Max Arrivals : Max Departures: Global : Optimum project development continues.
See below 28 per hour 31 per hour Total mvts 48 per  Benefits:Enhanced safety, potential for increased low visibility operations, improve stakeholder information
hour flow
Additional Information: Integration of Airports into the network (DPI, FUM)
The airports declared capacity is for the main runway (rwy10/28) which handles 95% of traffic.  Status: Expected by 2012
3. PLANNED ACTIVITIES: 4. TMA / APPROACH
Airport Capacity Enhancement Measures Does TMA / Approach constrain airport Changes foreseen in TMA
Mid- / Long-Term (1 to 15 years) capacity? Yes TMA 2012 phase 2, point merge project
On going / Planned Implementat Benefits 5. TRAFFIC MIX
ion date(s)
Overall actions will bring a capacity increase from 48 mvt/h to 55 as of 2011 and 70 mvt/h as of 2014. Changes foreseen in traffic mix?
Planned improved runway capacity to use RWYs Applicable only for departure-
28 & 34 for departing flights between 0630-0800L departure, reported reduction of No significant changes expected in the next few years
Q1 2010 6. OPERATIONAL CONTACTS
to commence Q2 2010 10% in taxi times for the early
morning rotation.
 Airport Operator: Kevin Conheady - Schedules Control Manager, DAA - e-mail: Kevin.Conheady@daa.ie
Runway overlay and upgrades for RWY 10/28 for
Q1 2011 Safety and necessary work
approx 10 month;  ANSP: Kevin McGRATH - ATC Operations Manager, IAA - kevin.mcgrath@iaa.ie
139 140
FLORENCE AIRPORT – FLR/ LIRQ Airport CDM Implementation

 Benefits:
4. TMA / APPROACH
Yes
5. TRAFFIC MIX
No
AdF Luca ERMINI l.ermini@aeroporto.firenze.it Tel +39 055 3061771
 ANSP:
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual -15.1% 27.9% 2.3% -15.6% ENAV SpA Aldo Daniele CRISAFULLI aldo.crisafulli@enav.it
Base -0.0% 1.7% 2.6% 2.4% 2.5% Tel +39 055 3372434
High 2.1% 2.6% 4.5% 3.6% 3.6%
Low -1.7% -0.0% 0.9% 1.1% 1.3%
Maurizio Paggetti
ENAV SpA
Airport Operation Manager
maurizio.paggetti@enav.it
10 Not available 15
Debora Palombi
Mid- / Long-Term (1 to 15 years) ENAV SpA
 On going / Planned:  Benefits: ATFCM Performance
New project for new Runway and new Manoeuvring area. Increasing of arrival and departure capacity.
debora.palombi@enav.it
Joint EUROCONTROL Projects Corrado Fantini

 Status: ENAV SpA
 Benefits: ATM Performance Dept. Manager
Analysis and Delay Reduction corrado.fantini@enav.it
 Status:
Punctuality and Delay Analysis monitored in cooperation with Airport Operator and ENAV ATFCM coordination
Area.
 Benefits:
141 142
New 4th RWY, only certified for landings 30 Oct. 2011 the new RWY we
expect a global
RWY capacity of 90 that will
FRANKFURT AIRPORT – FRA/ EDDF Enlargement of Terminal 1 2011/2012 be expanded.
New parking positions at future Terminal 3 30 Nov. 2011
(called Apron G)
Terminal Enlargement Apron G and Cargo Apron 2015
Finishing Apron G around construction site for 2017
Terminal 3
New Terminal 3 2017 (plans
not yet
published –
scheduled
beginning of
construction
2015)

 Status:
 Benefits:
 Status: Delay analysis has been undertaken and a report summarising the delay issues for Frankfurt has been
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 sent to DFS and FRAPORT.
Actual -1.4% 0.6% -1.4% -4.6% Airport CDM Implementation
Base 1.3% 3.2% 3.3% 2.7% 3.0% Local Airport CDM Implementation
High 3.3% 3.1% 4.7% 3.8% 4.0%  Status: FRA aims at developing and implementing a corporate Airport Collaborative Decision Making at
Frankfurt Airport in accordance with European standards. The project started officially at August 2008 and the
Low -1.4% 2.1% 2.2% 1.8% 2.0% first phase (GAP analysis) is finished. Airport CDM for Frankfurt Airport is developed, system functional
2. DECLARED CAPACITY requirements are defined. Next steps will be system adaption by different trial periods.
 Benefits:Optimized use of available resources and infrastructure. Connection to the European ATM.
Capacities for different runway configurations Generation of an optimized Pre-Departure Sequence. Consideration of Airline needs and wishes .
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Integration of Airports into the network (DPI, FUM)
 Status: Data-Exchange (DPI, FUM) is part of A-CDM project development. Trials are planned for Q4 2010.
41-44 43-52 75-84 Plan to be operational by June 2011.
Additional Information: 4. TMA / APPROACH
Main operational runway configuration is Runway 25 and 18 (only Departures). If runway in use is changed to Does TMA / Approach constrain airport capacity? Changes foreseen in TMA
direction 07 the capacity value remains unchanged as long as wind situation allows using Runway 18 for
departures. Yes
For maximum traffic flow, RWY18 (only available for departures) is generally assigned to departures to the W, 5. TRAFFIC MIX
SW, S and SE. (if tailwind component is fewer then 15kts).
Implementation
On going / Planned date(s)
Benefits  Airport Operator:
S and R at eastern apron, connect with TWY F 30 Oct. 2011 Mr. S. Mauel (mauel@fraport.de);
TWYs at the new RWY 30 Oct. 2011 Alexandra Weil-Tziannis (Capacity Planner-+ 49 (69) 9573 9858-a.weil@fraport.de)
S and R between RWY18 and GAT Increase of declared  ANSP:
New W parallel RWY18 2012 hourly global capacity
through several steps Mr. Kurt Oschlies (kurt.oschlies@dfs.de)
TWYs High Speed Turnoff RWY25L; S3
to 126. Michael Schwaderer (Michael.Schwaderer@dfs.de) - +49 (0) 6103 707 1574
Link of the parts of S and R 2015
At implementation of
High Speed Turnoff RWY25L; S2, S4, S5, S6
143 144
Taxiway system improvements

Infrastructure refinement of the
taxiway D (removal of a grass- Better usage of the rapid exit taxiway D
GENEVA AIRPORT – / LSGG triangle zone and redefinition of taxi- as well as decrease of runway
lanes in the area of taxiway) occupancy time. Runway capacity gain
to be assessed.
Holding bay enlargement. Improvement of the actual complexity for

Enlarge the holding bay Z for General aircraft crossing in the holding bay Z
Aviation traffic. after vacating or before entering the
runway.
Multiple line-up zones to be studied To be studied in the Delays reduction

airport master plan Runway and tarmac capacity
2016 – 2025 increase

 Status: Implementation of operational improvements in the area of holding base configurations and Rolling
take-off procedures.Airline operators have determined the usage of TWY D as the preferred exit in their operational
procedures.
On-going increase of TWR and APP staffing.
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014  Benefits:
Actual 4.3% 9.2% 1.7% -8.0% Realised : - Aircrews awareness
Base 1.6% 3.1% 3.0% 2.6% 2.6% Targeted :- Delays reduction / - Runway and tarmac capacity increase
High 4.5% 3.8% 4.0% 3.0% 3.2% Analysis and Delay Reduction
Low -1.7% 1.8% 2.2% 2.0% 2.0%  Status: Airline Operators to adapt their rotation philosophy to enhance efficiency and reduce delays.
2. DECLARED CAPACITY Airport CDM Implementation
Capacities for different runway configurations Local Airport CDM Implementation
Runway Config.: Max Arrivals : Max Departures: Global : Optimum  Status:Re-launch of CDM project in June 2010 to complete local CDM processes
4. TMA / APPROACH
05 25 40
23 25 40 Y Does TMA / Approach constrain airport Changes foreseen in TMA
3. PLANNED ACTIVITIES: capacity? Discussions are ongoing :

Yes - Lack of space and terrain constraint in the vicinity of
Chamberry airport
Implementation - VFR activities (including gliders and parachute jumping)
Benefits
Point merge project to be studied in 2011
Several modelling studies planned for the second half of 2010 and 2011 in the following working areas:
5. TRAFFIC MIX
The ACE recommendation to improve
lighting to allow usage of holding- Changes foreseen in traffic mix? N/A
bays bypasses during the night (RWY
05 and RWY 23).
Construction of a new TWY with the 6. OPERATIONAL CONTACTS
objective to de-conflict taxiing arriving
aircraft vacating and departing traffic  Airport Operator: Frannçois Duret - francois.duret@gva.ch
taxing out.
 ANSP: Pascal Hochstrasser – pascal.hochstrasser@skyguide.ch
Constructions of at least one RET, To be studied in the Delays reduction
maximum two for RWY 05. airport master plan Runway and tarmac capacity
2016 – 2025. increase
145 146
IRAKLION AIRPORT – HER/ LGIR Joint EUROCONTROL Projects

1. TRAFFIC AND FORECAST Airport Airside Capacity Enhancement (ACE) Implementation
 Status:
Action plan established.
Implementation of recommendations:
a) Recruitment of ten controllers that are on their initial stage of training
b) The Cute system has been implemented, and it is evaluated (improved landside operations management)
 Benefits: (2010+) Significant capacity increase; expected to reduce check-in times and to help for a better
passenger management within the terminal area.
 Status: Delay reduction plan in progress
 Benefits:
 Status:
Airport CDM Gap Analysis completed and all recommendations accepted. Implementation continues.
 Benefits:
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Integration of Airports into the network (DPI, FUM)
Actual 12.2% 5.3% -1.3% -0.0%  Status: No plans
Base 1.4% 2.0% 2.3% 2.7% 4.3%
High 4.8% 2.9% 4.1% 3.8% 5.4% 4. TMA / APPROACH
Low -2.1% 0.1% 0.7% 1.6% 3.2% Does TMA / Approach constrain airport Changes foreseen in TMA: TMA is extended to the east
capacity? to include SID's STAR'S for LGST (SITIA) airport
Capacities for different runway configurations No
10 12 22 5. TRAFFIC MIX
Additional Information: Changes foreseen in traffic mix? No

In Coordination with ATH/MAK FMP depending on personnel availability on each shift and on days with high
demand max arrivals capacity can be increased up to 12 acft/h 6. OPERATIONAL CONTACTS
Christos PSARADAKIS
kahktl@otenet.gr; (Airport manager Heraklion)
On going / Planned Implementat Benefits
ion date(s)  ANSP: Evangelos Grigorakis - vaggrig@hol.gr (HCAA contact)
Daytime use of 4 new Long-term parking stands
(L1-L4) to relieve congestion at the main apron. 2009
Floodlights will extend use on a 24h basis.
(2010+)Small capacity increase
HCAA will implement On-line Data Inter-
exchange for silent coordination between August 2010
Heraklion and Athens ACC
A stand allocation information system is on the Better coordination between apron
By the end of
planning stage by HCAA and tower minimization of the
2010
taxiing-in aircraft waiting time.
147 148
planned to be
Installation of the Surface Movement Guidance and
completed May
Control System (ASMGCS)
ISTANBUL AIRPORT – IST/ LTBA 2010
1. TRAFFIC AND FORECAST The studies for installation of AMAN are ongoing.

 Status:
Following 3rd Steering Group meeting, Istanbul Ataturk Airport Capacity enhancement Studies Final Report was
completed and agreed on April 09. Signed.
 Benefits:

 Status:
Delay Analysis performed as part of ACE exercise 13/03/2008. Controller training planned with DFS in 2010/2011.
 Benefits:
 Status:
CDM Gap Analysis Project at LTBA was completed with the meeting held on February, 2009. The
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
implementation of A-CDM at LTBA was officially launched by DHMI on April 2009, in close collaboration
with EUROCONTROL.
Actual 10.1% 8.2% 5.7% 4.0%
Base 7.8% 5.7% 8.3% 7.8% 6.5% 4. TMA / APPROACH

High 9.7% 6.3% 10.4% 9.4% Does TMA / Approach Changes foreseen in TMA
Low 5.2% 4.2% 6.8% 6.5% 6.6% constrain airport There is an ongoing TMA Analysis Study at Ataturk Airport in collaboration with
2. DECLARED CAPACITY EUROCONTROL.
capacity?
This study will make us able to detect the exact relationship between TMA and
Capacities for different runway configurations Yes airport capacity. After establishing the RNAV routes, Istanbul TMA will be
restructured both vertically and horizontally, to keep traffic densities at manageable
levels.
24 24 40
5. TRAFFIC MIX
Except the configuration 06A36D, all runway configurations adversely affect the capacity at LTBA.
Configuration 24A18D involves two converging runways which have to be treated as single runway. The Changes foreseen in traffic mix? Not expected for the near future.
other configurations, 36L-36R and 18L-18R, can not be operated according to the parallel runway operation
rules, due to the fact that their centerlines are in close proximity, being 210 meters. They also are operated
separately but treated according to single runway operation rules. 6. OPERATIONAL CONTACTS
3. PLANNED ACTIVITIES:  Airport Operator:
Airport Capacity Enhancement Measures Mr. Kemal UNLU - General Manager -TAV Istanbul (International & Domestic Terminal)-
kemal.unlu@tav.aero
 ANSP:
On going / Planned Implementation Benefits
date(s) Mr. Olcay Kilicoglu - Deputy Chief Manager DHMI - olcaykilicoglu@gmail
Positive impact on
New runway 2012-2014 Kagan Ertas - (Air Traffic Controller - DHMI HQ) kagan.ertas@dhmi.gov.tr
2010-2015 declared capacity (from
Two RETs 2010+
40 to 46 movements) Mustafa KIVRAK - ATC Manager - mustafa.kivrak@gmail.com
The SMART (Systematic Modernization of ATM planned to be
Resources in Turkey) project involves construction of completed 2011
new ATC units and a centralized ACC in Ankara.
149 150
LONDON HEATHROW AIRPORT – LHR/ EGLL

 Status:
 Benefits:
 Status:
Flight operational performance is monitored on an ongoing basis by HAL / NATS. There is an ongoing focus to
better understand the root causes of delay at Heathrow and then implement improvement actions as
appropriate. Performance improvements could be seen but these need to be taken within the context of the
capacity limit at Heathrow referred to above. (Coordination with EUROCONTROL in progress)
 Benefits:

 Status:
The arrivals element of CDM has been implemented during 2009. Current activity is focussing on training and
the particular need to enter accurate TOBT's as a necessary precursor to the next phase. The departures
element will subsequently be implemented during 2010 with operational benefits being delivered once
embedded Integration into the network (DPI/FUM): as above
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 4. TMA / APPROACH
Actual -0.2% 0.9% -0.6% -2.5%
Does TMA / Approach Changes foreseen in TMA
Base -0.9% 2.7% 1.0% 0.0% -0.0% constrain airport capacity? TMA / Approach can constrain capacity as the geographical position of
High 0.9% 1.9% 0.0% 0.0% -0.0% Yes LHR has the potential to generate routing bias delay (either TMA or en
Low -2.6% 2.3% 2.4% 0.8% -0.0% route)
5. TRAFFIC MIX
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Currently a small increase in Super Heavies (A380) with a corresponding drop in Mediums. The economic
downturn has lead to a small change in traffic mix due to consolidation and an increase in the use of LHR by
44 44 88 GA traffic. However any subsequent recovery may see a reverse of this.
Colin Wood - Airside Operations Director - Tel: 0208 745 2089 - colin_wood@baa.com
On going / Planned:
Government has given the go ahead for BAA to begin the planning application process for a third runway at Pete Leeming - BAA - Airside Assurance Manager 07919 057022 - peter_leeming@baa.com
Heathrow. Opportunities to increase the resilience (as opposed to the capacity) of the Heathrow operation  ANSP:
continue to be explored. As a result of a British Government white paper in Jan 2009 the restriction on using 09L Jon Proudlove General Manager Air Traffic services (NATS) Tel: 02087502600 - jon.proudlove@nats.co.uk
as the departure runway has been lifted (with the aim of sharing noise alleviation within the local community
more equitably). However the existing departures capacity of that runway is not sufficient to meet demand so full
easterly alternation has not been implemented. Planning is now underway to increase departures capacity on
09L and arrivals capacity on 09R to enable a 09L departures operation to be mounted. Current planning
estimates indicate this will not be before 2013. Whilst this delivers an alternative operational configuration on
easterlies it does not increase capacity. A raft of longer term initiatives are being explored with a view to delivery
in this timeframe (including time based separation, EORA, CROP's / CREDOS, CDM, tactically enhanced
departures of the arrival runway, influence of the schedule, routing bias etc)
151 152
LISBON AIRPORT – LIS/ LPPT

Recently 14 new stands (2 new aprons and 1 renewed) have been made available;
Construction of 3 new taxi-ways;
Construction of 1 run-up apron;
Reduction of final approach spacing.
 Benefits:
Better Runway Occupancy Time Awareness;
Better knowledge of the other partners concerns (ATC, Airport, Pilots).
 Status:
 Benefits:
 Status:
A-CDM system development trial planned Q1 2010. Enhanced NAV & ANA systems interface with CDM
functionalities completed 2009.
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Note: Limited information is available as Lisbon Airport is not yet participating in the EUROCONTROL airport
Actual 6.2% 5.3% 0.4% -5.8%
information reporting process.
Base 2.9% 1.7% 3.2% 2.5% -0.1%
High 5.2% 2.2% 4.7% 3.6% 3.8%
Low -0.0% 0.4% 2.0% -1.2% -1.2%
 On going / Planned:
In 2006 ANA started the project “Lisbon Airport Expansion Plan” that aims at enhancing the punctuality and
airport capacity (40 movements per hour in 2011). The project will be concluded in 2011 and aims at meeting
short and medium-term forecast traffic growth.
Planned airport infrastructural and/or operational procedure changes (until 2013);
Re-development of 2 taxiways;
CAT II/III Operations on RWY 03.
153 154

MADRID AIRPORT – MAD/ LEMD
 Status:
1.TRAFFIC AND FORECAST Initial agreed plan for study not progressed due to local constraints.

 Status:
 Initial agreed plan for study not progressed due to local constraints.
 Status:
No CDM developments during 2009/2010.
4.TMA / APPROACH
Yes
5.TRAFFIC MIX
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Changes foreseen in traffic mix?
Actual 4.4% 11.1% -2.8% -7.4%
Base 0.9% 1.4% 0.7% 1.8% 1.8% 6.OPERATIONAL CONTACTS
High 2.8% 2.0% 3.2% 1.7% 3.4%  Airport Operator:
Low -1.8% -0.7% -0.4% -0.2% -0.3% Elisa Callejo Tamayo

91 321 13 25 ecallejo@aena.es
 ANSP:
2.DECLARED CAPACITY
jldelacalle@aena.es
Head of ATFCM - AENA - Spain
22:00 - 03:59 20 20 38
04:00 - 04:59 17 29
Pedro Perez de los Cobos - Madrid FMP Manager - +34 916785077 - ppdeloscobos@aena.es
05:00 - 20:59 48 50
21:00 - 21:59 28 20
3.PLANNED ACTIVITIES:
Implementation of A-SMGCS level 1 2010 The quantitative impact on
(2010) declared capacity of these actions
has not been assessed for the
A-CDM 2012
moment.
155 156

MILAN LINATE AIRPORT – LIN/ LIML
 Status: None
1. TRAFFIC AND FORECAST Analysis and Delay Reduction
 Status: None
 Status: None
4. TMA / APPROACH
capacity? It has been foreseen a revision of approach sector and a
Yes revision of SIDs&STARs
E.g. TMA/approach structure improvements,
additional approach sectors, segregation arrival/departure)
5. TRAFFIC MIX
No
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 6.4% 2.4% -4.2% -5.6%
Base -0.5% 0.6% 3.7% 3.6% 3.5%
High 1.4% 1.8% 5.6% 4.7% 4.7%
SEA spa - PH Area di Movimento
Low -2.3% -1.2% 1.8% 2.2% 2.4%
Mauro Zanini
02-74853905
2. DECLARED CAPACITY  ANSP:
Capacities for different runway configurations Claudio Biagiola Milano Linate ATS Manager
claudio.biagiola@enav.it
RWY 36 20 20 34 Maurizio Paggetti - ENAV SpA
RWY 18 12 12 24 Airport Operation Dept. Manager

Best configuration RWY 36 for arrivals and departures followed by : RWY 18 for arrivals and departures
which is the most penalising configuration due to Non-Precision Approach Debora Palombi - ENAV SpA
ATFCM Performance
Corrado Fantini - ENAV SpA
ATM Performance Dept. Manager
 Benefits:
 On going / Planned: None
 Implementation date(s): corrado.fantini@enav.it
157 158
MILAN MALPENSA AIRPORT – MXP/ LIMC
Third Parallel Runway 2014/2015 Increasing of arrival capacity
Cargo Area Apron extension Spring 2011 More stands for Heavy Aircraft
New design for North Apron Summer 2010 to Summer 2011 Better stand allocation in North
Apron

 Status: The project has been put on hold. No data collection so far. Intention to keep the ACE project alive in
preparation of future traffic grows.
 Status: Complete. Punctuality is daily monitored, in cooperation with Airport Operator.
Malpensa has a member in DRTF (Delay Reduction Task Force) in cooperation with AOT and supports
ATMAP project by PRC.
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Local Airport CDM Implementation
 Status:
Actual 8.6% 6.6% -18.7% -13.9% Gap Analysis completed and recommendations accepted. Implementation continues with participation at last
Base 0.7% 1.2% 3.4% 3.0% 3.2% coordination group. Project will start in 2010 to develop a software (cooperation Airport Operator, ANSP and
Industry).
High 3.1% 1.9% 5.0% 4.2% 4.4%
Low -1.1% -0.6% 2.0% 1.8% 2.0%
2. DECLARED CAPACITY 4. TMA / APPROACH

Does TMA / Approach Changes foreseen in TMA: A study regarding the review of STARs and
constrain airport capacity? approach procedures is in progress, for an improvement in LIMC arrivals
No capacity.
40 40 70 5. TRAFFIC MIX
Additional Information: Changes foreseen in traffic mix? No

Declared capacity is : 40 DEP + 30 ARR or 40 ARR + 30 DEP maximum 6. OPERATIONAL CONTACTS
Best configurations are:
RWY 35R mixed mode and RWY 35L for landing or
RWY 35R for landing and RWY 35L for departures Ing.Stefano Zocco zocco.stefano@sea-aeroportimilano.it
 ANSP:
In case of departure peak, departure hourly capacity may be exceeded.
According noise abatement scheme two moments in the day (two hours long, 0930/1130 l.t. and 2030/2230 Maurizio Salvestrini - Malpensa Head of ATS - +39 (0) 258579400 - maurizio.salvestrini@enav.it
l.t.) are available with following scenario: Matteo Ergotti -Malpensa Training Manager - +39 2 58579406 - matteo.ergotti@enav.it
RWY 35R mixed mode and RWY 35L for departure
Maurizio Paggetti - ENAV SpA - Airport Operation Dept. Manager - maurizio.paggetti@enav.it
According the actual traffic sample (2010) this scenario is not in use due to lack of demand.
Most penalising configuration is 17L ARR and 17R DEP (regulations applied 15x60 ARR; no for DEP) Debora Palombi - ENAV SpA -ATFCM Performance - debora.palombi@enav.it
Corrado Fantini - ENAV SpA - ATM Performance Dept. Manager - corrado.fantini@enav.it
159 160

MUNICH AIRPORT – MUC/ EDDM
 Status:
Procedures equivalent to the ACE have been implemented for years already.
 Benefits:

 Status:
Locally: regular coordinated delay reduction efforts by all stakeholders on a strategic and tactical level, close
feedback loops by performance monitoring system and KPI derived from A-CDM.
 Benefits:
Close co-operation and mutual understanding, short- and mid-term definition of operational measures to enhance
efficiency and reduce delays (before the problems arise)
 Status:
Fully implemented and fully operational from 7th June 2007 including DPI exchange.
 Status: Fully operational. Continued finer tuning of message transmission
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 4. TMA / APPROACH
Actual 3.0% 5.2% 0.2% -8.3%
Base -0.6% 2.1% 2.8% 2.1% 2.3% Does TMA / Approach constrain airport capacity? Changes foreseen in TMA
High 1.8% 2.5% 4.1% 3.1% 3.3% Yes
Low -3.3% 0.8% 1.6% 1.2% 1.3%
2. DECLARED CAPACITY 5. TRAFFIC MIX

Capacities for different runway configurations Changes foreseen in traffic mix?
Max Arrivals : Max Departures: Global : No significant changes
Runway Config.: Optimum
58 58 90
Additional Information:  Airport Operator:
For maximum traffic flow, RWY26R/08L is generally assigned to departures into NW, N, NE directions and
arrivals from ROKIL/LANDU. Christoph Schneider (christoph.schneider@munich-airport.de - Masterplanning department, Munich airport)
RWY26L/08R is generally assigned to departure into SW, S, SE directions and arrivals from NAPSA/BETOS  ANSP:
Kurt Oschlies (kurt.oschlies@dfs.de) +49-61037071047
Michael Schwaderer (Michael.Schwaderer@dfs.de) - +49 (0) 6103 707 1574
A-SMGCS implemented implemented (2010+)
AMAN implementation finished (2010+) Optimisation of arrival
implemented
system in operational use. traffic flow
estimated 2013 pending legal Incremental capacity increase
Construction of 3rd runway
approval and court proceedings to about 120 mvts / hr
161 162
PALMA MALLORCA AIRPORT – PMI/ LEPA Joint EUROCONTROL Projects

 Status:
Initial agreed plan for study not progressed due to local constraints.
 Status:
Initial agreed plan for study not progressed due to local constraints.
 Status:
No CDM developments for the moment.
4. TMA / APPROACH
Does TMA / Approach constrain airport capacity? Yes Changes foreseen in TMA
5. TRAFFIC MIX
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 4.3% 3.7% -2.1% -8.2%
Base -1.6% 4.4% 2.7% 2.4% 2.6% 6. OPERATIONAL CONTACTS
High 1.1% 4.4% 4.2% 3.7% 4.0%  Airport Operator:
Low -5.2% 2.0% 1.4% 1.4% 1.5% Elisa Callejo Tamayo
Jefa del Departamento de Area Terminal
Division de Operaciones
Direccion de Operaciones y Sistemas de Red - Aena
Runway Config.: Max Arrivals : Max Departures: Global : Optimum 91 321 13 25
ecallejo@aena.es
32 33 60
 ANSP:
3. PLANNED ACTIVITIES: jldelacalle@aena.es
Airport Capacity Enhancement Measures Head of ATFCM - AENA - Spain

 On going / Planned:  Benefits:
Main actions planned in Palma de Mallorca airport for the Capacity increase in LVC is expected 2010+. The
2010-2014 period with positive effect on capacity are quantitative impact on declared capacity of this
implementation of A-SMGCS level 1. action has not been assessed for the moment.
2010
163 164
WIDAO (Wake Vortex Independent Departure 2010 (2010+)

and Arrival Operations on CSPRs) study in
PARIS CHARLES DE GAULLE AIRPORT – CDG/ LFPG
progress leading to a step by step relaxation
of WV constraints between departure inner
RWYs and arrival outer RWYs
Global improvement of arrival traffic 2010-2011
management

 Status:
 Benefits:
 Status:
 Benefits:
 Status:
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Airport CDM implementation continues. Pre-departure sequence will be operational in Q1 2010 followed
Actual 3.6% 2.1% 1.3% -6.2%
by DPI trials with CFMU.
Base -0.5% 3.4% 3.0% 2.7% 3.0%
High 1.1% 3.8% 4.8% 3.9% 4.1% Integration of Airports into the network (DPI, FUM)
Low -2.9% 2.2% 1.7% 1.6% 1.8%  Status: trials planned Q4 2010. Plan to be operational by Winter 2011.
Capacities for different runway configurations 4. TMA / APPROACH
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Does TMA / Approach constrain airport capacity? Changes foreseen in TMA
62 (scheduled) 66 (scheduled) 114 (scheduled) No
Normal ATFCM arrival declared capacity: 69
Current achieved arrival peak:77 5. TRAFFIC MIX
Current achieved departure peak: 79
Current achieved global peak:141
Mid- / Long-Term (1 to 15 years) Mr. A.Corniglion (Alain.CORNIGLION@adp.fr) Ms. Christine Guichard (christine.guichard@adp.fr)
On going / Planned Implementation Benefits  ANSP: Mr. Jean Jezequel(jean.jezequel@adp.fr) Mr.B.Ducellier (bruno.ducellier@aviation-civile.gouv.fr)
date(s)
Improvement of taxiway network serving RWY between 2011 and Increased efficiency in RWY 08L
08L, 2013 departure sequences
management.
Increased number of de-icing bays close to Improvement of de-icing capacity
RWY 08L in east flow
165 166

PRAGUE AIRPORT – PRG/ LKPR Airport Airside Capacity Enhancement (ACE) Implementation
 Status/Benefits:
ACE activities completed (final report).
1. TRAFFIC AND FORECAST  Benefits:
The airport managed to raise its declared capacity form 42 MVT in 2007 to 46 MVT in 2009 and will further
increase declared capacity to 48 MVT in 2011 following which delay reduction should be expected as of 2010+.
 Status:
Delay analysis completed.
Delay Reduction Task Force - activity in progress.
 Benefits:
 Status:
CDM implementation Project in progress.
Data collection - Phase I -implemented June 2009;
TOBT procedure implemented 2009;
TSAT procedure planned 03/2010;
 Benefits:
Efficiency of airport OPS, delay reduction.
 Status: DPI operational trials are ongoing. DPI deployment is expected by June 2011
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 3.4% 5.6% 2.7% -8.1%
Base -0.7% 5.7% 5.2% 4.7% 4.9% 4. TMA / APPROACH
High 2.1% 6.2% 7.3% 6.4% 6.7%
Does TMA / Approach constrain airport capacity? No Changes foreseen in TMA
Low -4.4% 4.5% 3.5% 3.1% 3.3%

Capacities for different runway configurations Changes foreseen in traffic mix?
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Please, refer to NOP Summer 2010 for details on current traffic mix (aircraft types).
All 3 ARR / 5 min. and 3 DEP / 5 min. and 46 MVT / 60 min
33 ARR / 60 min. 33 DEP / 60 min.33 6. OPERATIONAL CONTACTS
Additional Information:  Airport Operator:
Slot co-ordination criteria:
- Max. 3 ARR / 5min. and 33 ARR / 60 min. Libor Kurzweil - libor.kurzweil@prg.aero, +420 220 112 645, Airport Engineer
- Max. 3 DEP / 5min. and 33 DEP / 60 min. Deputy Manager Airport Operations Strategy
Global (TMA + RWY): 46 MVT / 60 min.  ANSP:
3. PLANNED ACTIVITIES: Zdenek Nohava - nohava@ans.cz, Deputy Director ANS Planning and Development Division;
Airport Capacity Enhancement Measures Ladislav Cermak - ladislav.cermak@ans.cz
Mid- / Long-Term (1 to 15 years) ANS expert-ANS Planning and Development Div.
date(s)
Declared capacity +2
Two additional Rapid Exit Taxiways for RWY 06/24 2011-2014
MVT/h (total 48 MVT/h).
The construction of an additional runway is expected
Declared capacity up to 75
to start in the period 2013-2014 such that demand 2015+
MVT/h.
can be accommodated as from 2014-2015.
167 168
ROME FIUMICINO AIRPORT – FCO/ LIRF Joint EUROCONTROL Projects

1.TRAFFIC AND FORECAST  Status: ACE implementation completed.
Repositioning of runway 34L threshold is currently under way as recommended in the ACE Action plan.
Runway 16L is considered as the best candidate for a separation reduction down to 2.5 NM.
The installation of a dedicated system to allow the exchange of data between ADR and ENAV is being
considered as part of the recommendations related to stand allocation.
One standard taxi-routing is currently used, more are being considered.
 Status: Completed
Status: Airport CDM Gap Analysis completed and recommendations accepted. MoU under development. Still
waiting for confirmation to whether ENAV or ADR will lead project. Delay in commencing project considering the
economic situation of the main Aircraft Operator.
4.TMA / APPROACH
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 2.4% 6.1% 3.5% -6.4% 5.TRAFFIC MIX
Base 0.4% -0.1% 3.6% 3.2% 3.4%
High 2.3% 0.9% 5.4% 4.6% 4.8% Changes foreseen in traffic mix? No
Low -1.2% -1.7% 2.0% 1.9% 2.0%
6.OPERATIONAL CONTACTS
2.DECLARED CAPACITY
Elia Pistola - pistola.e@adr.it
Max Arrivals : Max Departures:  ANSP:
Runway Config.: Global : Optimum
Giovanni Giarratano - ENAV SpA Fiumicino Airport ATM Manager - giovanni.giarratano@enav.it
54 60 90 +390665650200
Best configuration 16L16R for ARR, 25 for DEP and 34L/34R for ARR DEP 25. Arianna Santacroce - NOP Focal Point Fiumicino Airport -arianna.santacroce@enav.it
Parallel use of 16L for ARR and 16R both for ARR & DEP.
34L for DEP/ARR and 34R for ARR. Maurizio Paggetti -ENAV SpA - Airport Operation Dept. Manager - maurizio.paggetti@enav.it
Most penalising configuration is the use of 25 as the main RWY for ARR & DEP (Regulations applied about
22x60 arr; 22x60dep) Debora Palombi -ENAV SpA - ATFCM Performance - debora.palombi@enav.it
3. PLANNED ACTIVITIES: Corrado Fantini -ENAV SpA - ATM Performance Dept. Manager -corrado.fantini@enav.it

New Terminal "C" end of work expected in 2011 Not reported
New RWY expected in expected in 2013.
2013
169 170
THESSALONIKI AIRPORT – SKG/ LGTS
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 1.3% 6.2% -4.4% 4.8%
Base 0.2% 1.8% 2.4% 2.8% 4.3%
High 2.8% 2.7% 4.2% 4.0% 5.5%
Low -2.7% -0.1% 0.8% 1.7% 3.2%
Note: Limited information is available as Thessaloniki Airport is not yet participating in the EUROCONTROL airport
information reporting process.
171 172

VALENCIA AIRPORT – VLC/ LEVC
 Status:
1. TRAFFIC AND FORECAST Implementation of operational improvements in the area of taxiing-out, rolling take-off procedures and
adherence to speed control.
Recommendations taken up in the airport master plan (Plan Levante)
-Recommendation: GA will be repositioned to the South apron. Estimated data 2011
-Effect: On May 2010 start of the works to enlarge the South apron; during 2011 GA will be repositioned. Stand
capacity in the main North apron will cease being a restriction.
 Benefits:
Distribution of the awareness leaflet;
Increase of the predictability of operations;
Decrease of RWY occupacy time;
Creation of local ACE Team
 Status:
 Benefits:

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014  Status: Not Planned
Actual 4.2% 12.5% -3.4% -17.4% Integration of Airports into the network (DPI, FUM)
 Status: Not Planned
Base -4.8% -2.0% -6.4% 2.5% 2.5%
High -0.7% 2.4% -4.5% -6.2% 3.9% 4. TMA / APPROACH
Low -9.2% -5.6% -8.1% 1.6% 1.4%
Does TMA / Approach constrain airport capacity? No Changes foreseen in TMA
Capacities for different runway configurations Changes foreseen in traffic mix? No

20 20 34  Airport Operator:
Jose Luis de la Calle - jldelacalle@aena.es - Head of ATFCM - AENA - Spain
Elisa Callejo Tamayo - 91 321 13 25 ecallejo@aena.es
 ANSP:
Mid- / Long-Term (1 to 15 years) Jose Luis de la Calle - jldelacalle@aena.es - Head of ATFCM - AENA - Spain
On going / Planned Implementation date(s) Benefits Valencia Tower - Mauro Aramburu (maramburu@aena.es)
Release of additional apron capacity Q3 2010+ Not reported

New terminal building Start May 2010
Construction of a new RET 2012
Construction of new taxiway 2012
Redesign of 2 existing taxiways
173 174
VENEZIA AIRPORT – VCE/ LIPZ

1. TRAFFIC AND FORECAST  Status: None
 Status: None
 Status: None
4. TMA / APPROACH
5. TRAFFIC MIX
Changes foreseen in traffic mix? None
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 4.5% 7.9% -10.0% -5.1% SAVE S.p.A. / Rocchetto Francesco - frocchetto@veniceairport.it +390412606400
Base 0.9% 2.6% 3.6% 3.2% 3.4%  ANSP:
High 2.9% 3.4% 5.3% 4.4% 4.4% ENAV S.p.A.
Low -0.9% 0.9% 2.0% 2.0% 2.2%
Massimo Maniccia Director (massimo.maniccia@enav.it)
2. DECLARED CAPACITY Antonio Prete: Operations Manager/Deputy Director (antonio.prete@enav.it)

Maurizio Paggetti
ENAV SpA
04R mixed mode 16 30 Y
Airport Operation Dept. Manager
22L mixed mode 8
04L mixed mode 9
22R mixed mode 8 Debora Palombi
ENAV SpA
3. PLANNED ACTIVITIES: ATFCM Performance
 On going / Planned:  Benefits: Corrado Fantini
 Implementation date(s): ENAV SpA
ATM Performance Dept. Manager
corrado.fantini@enav.it
175 176
Redesign of AMAN functionality;

Introduction of Departure 2014 Reduction of TMA bottlenecks (2014+)
Sequencing Tools
VIENNA AIRPORT – VIE/ LOWW
 Status: Next full ACE study planned for autumn 2010.

 Status: Delay Analysis will be performed as a part of ACE. Tool- Assisted Optimization of Rostering Scheme
 Benefits: Better knowledge of actual capacity, better resource allocation
 Status:
Gap Analysis completed and recommendations accepted. The Airport CDM Project kicked off officially on
22/01/2008.
Implementation continues - First phase being the Concept Paper (part of local PMP) approved.
 Benefits: Improved resource management, improved punctuality records, shorter system recovery times in
case of adverse weather or other disruptions.
 Status: planned for Q2 2012
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 3.1% 7.7% 4.4% -10.0% 4. TMA / APPROACH
Base 2.1% 2.8% 3.5% 2.7% 2.9%
High 4.6% 3.2% 5.1% 3.8% 4.0% Does TMA / Changes foreseen in TMA: TMA structure dependant on the very close vicinity to the
Low -0.7% 1.4% 2.1% 1.6% 1.8% Approach constrain FIR border and to adjacent units; Capacity constraints due to environmental obligations
airport capacity? with regard to RWY usage plan and SID routeings; Enhanced DEP spacing.
Yes
5. TRAFFIC MIX
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Changes foreseen in traffic mix? Restructuring of Hub-Carrier may cause change in Prop/Jet Mixture. LCC
48 48 66 share decreased due to bankruptcy of one carrier
Single RWY: ARR 25/60, 6. OPERATIONAL CONTACTS
Two RWY configuration: ARR 40/60  Airport Operator:
RWY 16/11 simultaneously: ARR 48+ /60
Anton Pfeffer- Aviation Infrastructure Development - Vienna Intenational Airport - a.pfeffer@viennaairport.com
3. PLANNED ACTIVITIES: Dariusz Graniczkowski- Aviation Infrastructure Development - Vienna International Airport -
Airport Capacity Enhancement Measures d.graniczkowski@viennaairport.com
Mid- / Long-Term (1 to 15 years)  ANSP: Daniel Schaad - Austrocontrol GmbH Air Traffic Management / Expert Operational Performance -
Implementation
Benefits daniel.schaad@austrocontrol.at
Re- evaluation of AMAN landing Improvement of Airside Capacity in Vienna
time prediction 2010+ due to better resource allocation through
enhanced arrival prediction
Evaluation of actual TMA Better knowledge of actual capacity, better
capacity through Eurocontrol 2010+ resource allocation
CAPAN-TMA study (ongoing)
177 178
WARSAW AIRPORT – WAW/ EPWA

1. TRAFFIC AND FORECAST Joint EUROCONTROL Projects
 Status: The recommendations from the ACE are already being implemented.
Airport is finishing preparation to implement changes in airport layout according to findings. 2nd phase
postponed.
 Benefits: Better traffic flow and additional capacity offered.
 Status: A delay analysis completed during 2008. Full implementation of agreed recommendations is in place.
 Status: MoU is signed on March, 2nd, 2009. Project Manager appointed.
“CDM Project Plan" under evaluation
 Benefits: Common understanding of the CDM process by all involved partners (PANSA, PPL, LOT, WAS)
 Status: Possibly for 2012
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual 9.3% 5.0% -1.3% -10.5% 4. TMA / APPROACH
Base 1.6% 3.5% 5.4% 3.1% 4.2%
High 4.2% 4.0% 7.5% 4.0% 5.7%
Low -1.2% 2.1% 3.6% 2.4% 2.9% capacity? Yes TMA will change its boundaries to allow maximum capacity.
Capacities for different runway configurations 5. TRAFFIC MIX
Runway Config.: Max Arrivals : Max Departures: Global : Optimum Changes foreseen in traffic mix?
RWY 11 & RWY 15 24 36
RWY 29 & RWY 33 24 36
There are no delays and capacity change for 2 most important configurations (11/15 and 29/33). There are Rafal Marczewski - Head of Operational Processes and Implementations Division - r.marczewski@polish-
delays predicted for the summertime, as the single runway operations will be available only. ATFM airports.com
measures might be imposed, but the capacity will be managed flexibly.  ANSP:
Refer to AIP for dates of modernization.
Strong caution required - airport will be unavailable for some periods in September. Mrs. Hanna Kalita - International Programs Specialist, PANSA - (h.kalita@pansa.pl)
3. PLANNED ACTIVITIES: Mr. Jaroslaw Newinski - Deputy Director Aerodrome Control, PANSA - j.niewinski@pansa.pl
Airport Capacity Enhancement Measures Mr. Krzysztof Kosarzycki - Head of Warsaw Tower, PANSA - k.kosarzycki@pansa.pl

date(s)
Capacity increase of 10% by 2012 (41/46 a/c/h) Expected delay reduction of 30% by 2012
Reduction of taxi times and airport congestion;
New RET construction (RWY 11) 2010
Minimum allowed spacing improves capacity
Demand-based capacity system to
be introduced.
Continuation of extension and
integration of the international 2010-2011
terminal
179 180
ZURICH AIRPORT – ZRH/ LSZH

 Status:
 Benefits:
 Status:
It has been conducted and showed a Best Practice.
The delay code allocation is done collaboratively which is promoted as a “Best Practice” in the delay reduction
and mitigation guidelines.
 Benefits:

 Status:
Fully implemented but DPI trials continue Integration of Airports into the network (DPI/FUM): Final trial required
prior to the full implementation of the DPI message exchange. The required operational procedures and
technical adaptations require more time than expected. Operational implementation is expected in 2010.
4. TMA / APPROACH
Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Actual -2.3% 2.8% 3.1% -4.9%
Base 2.2% 2.0% 2.6% 2.1% 2.4% Yes P-RNAV transitions have been implemented in April.
High 4.8% 2.5% 3.6% 3.0% 3.0% Until now no further changes planned.
Low -0.8% 1.0% 1.8% 1.4% 1.6%
5. TRAFFIC MIX
Runway Config.: Max Arrivals : Max Departures: Global : Optimum No
TKOF RWY28 LDG RWY14 36 32 66 Y
30 6. OPERATIONAL CONTACTS
TKOF RWY10 LDG RWY14 31 61  Airport Operator:
TKOF RWY32/34 LDG RWY28 27 30 57 Sonja Zoechling - sonja.zoechling@unique.ch
Additional Information :  ANSP:
All concepts outside the best configuration decrease the capacity. Jonas Wobmann, FMP Manager Skyguide, Zuerich jonas.wobmann@skyguide.ch
date(s)
2 Rapid Exit Taxiways RWY 28 2011 No significant increase of
capacity is planned within the
2 Rapid Exit Taxiways RWY 34 2012
next years.
Implement Advanced Surface Movement Guidance 2010
and Control System (A-SMGCS) Level 2
181 182
ACRONYMS
AAS Advanced Airspace Scheme

ACAS Airborne Collision Avoidance System
ACC Area Control Centre
A-CDM Airport Collaborative Decision Making
ACE Airside Capacity Enhancement
ACI Airports Association Council
ADEP Departure TMA
ADES Destination TMA
ADQ Aeronautical Information Data Quality
ADR Airspace Data Repository
ADS-B Automatic Dependent Surveillance-Broadcast
AEA Association of European Airlines
AENA Spanish Airport and Air Navigation Administration
AIM Aeronautical Information Management
AIS Aeronautical Information Service
AIRAC Aeronautical Information Regulation & Control
AIXM Aeronautical Information Exchange Model
AMAN Arrival Manager
ANM ATFM Notification Message
ANSB Air Navigation Services Board
ANSP Air Navigation Service Provider
ANT (EUROCONTROL) Airspace & Navigation Team
AOT (EUROCONTROL) Airport Operations Team
APM Approach Path Monitor
APP Aerodrome Approach Unit
APV Approach with Vertical guidance
APW Area Proximity Warning
ARN (Vn) ATS Route Network (Version n)
A-RNP Advanced Required Navigation Performance
ARNVST ATS Route Network Very Short Term
ASM Airspace Management
ASMSG Airspace Management Sub-Group (of the ANT)
ASMGCS Advanced Surface Movement Guidance System
ATC Air Traffic Control
ATCO Air Traffic Control Officer
ATFCM Air Traffic Flow and Capacity Management
ATFM Air Traffic Flow Management
ATM Air Traffic Management
ATSAW Air Traffic Situational Awareness
ATS Air Traffic Service
ca. approximately
CANSO Civil Air Navigation Services Organisation
CAPAN (EUROCONTROL) Capacity Analyser
183
CASA Computer-Assisted Slot Algorithm

CASCADE Cooperative ATS through Surveillance and Communications Applications Deployed in ECAC
CBA Cost Benefit Analysis
CBA Cross Border Area
CCAMS Centralised SSR Code Assignment and Management System
CDA Continuous Descent Approach
CDR Conditional Route
CDM Collaborative Decision Making
CEF Capacity Enhancement Function
CFMU (EUROCONTROL) Central Flow Management Unit
CIAM CFMU Interface for Airspace Management
CNS Communication, Navigation & Surveillance
CS European Community Specification
CODA (EUROCONTROL) Central Office for Delay Analysis
CRAM Conditional Route Availability Message
CRCO (EUROCONTROL) Central Route Charges Office
DCT Direct
DDR Demand Data Repository
DFL Division Flight Level
DMAN Departure Manager
DMEAN Dynamic Management of the European Airspace Network
DOP Directors Operations
DPI Departure Planning Information
DRTF Delay Reduction Task Force
EAOG European Airline Operations Group
ECAC European Civil Aviation Conference (area)
ECIP European Convergence & Implementation Plan
eCODA Electronic Central Office of Delay Analysis
EGNOS European Geostationary Navigation Overlay Service
EHS Enhanced Mode S surveillance
ELS Elementary Surveillance (Mode S)
ENPRM EUROCONTROL Notice of Proposed Rule-Making
ERA European Regional Airlines
ESSIP European Single Sky Implementation
eTOD Electronic Terrain and Obstacle Data
ETS Emissions Trading Scheme
EUACA European Union Airport Coordinators Association
FAA Federal Aviation Authority
FAB Functional Airspace Block
FASTI First ATC Support Tools Implementation
FDPS Flight Data Processing System
FEP Flight Efficiency Plan
FIR Flight Information Region
FL Flight Level
FMP Flow Management Position
FRA Free Route Airspace
184
FSR Fuel Saving Route

FUA Flexible Use of Airspace
FUM Flight Update Message
GAT General Air Traffic
GBAS Ground Based Augmentation System
GNSS Global Navigation Satellite System
HIRO High Intensity Runway Operations
IACA International Air Carriers Association
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
ICARD ICAO Five-Letter Name-Code And Route Designator System
IFPS Initial Flight Plan Processing System
IFR Instrument Flight Rules
IR (European Commission) Implementing Rule
LCIP Local Convergence & Implementation Plan
LSSIP Local Single Sky Implementation Plan
LVP Low Visibility Procedures
MILO Military Liaison Officer
MSAW Minimum Safe Altitude Warning
MTF Medium Term Traffic Forecast
MoU Memorandum of Understanding
NAT North Atlantic Track
NATS National Air Traffic Services (UK)
NDB Non-Directional Beacon
NEVAC Network Estimation & Visualisation of ACC Capacity
NM Nautical Miles
NOP Network Operations Plan
NOTAM Notice to Airmen
NSA National Supervisory Authority
OCG (EUROCONTROL) Operations Consultancy Group
OJT On-the-Job Training
OLDI On-Line Data Interchange
OPSD Operations Division
ORCAM Originating Region Code Assignment Method
PBN Performance-Based Navigation
PC Provisional Council
PRC Performance Review Commission
PRNAV Precision Area Navigation
PRR Performance Review Report
PRU Performance Review Unit
PIATA Performance Indicators Analysis Tool for Airports
Q (1-4) Quarter (first to fourth of the year)
R/W Runway
RA Resolution Advisory
RAD Route Availability Document
RET Rapid Exit Taxiway
185
RNAV (Basic) Area Navigation

RNDSG Route Network Development Sub-Group (of the ANT)
ROT(A) Runway Occupancy Time(for Arrivals)
RVSM Reduced Vertical Separation Minima
SAAM System for Traffic Assignment & Analysis at Macroscopic Level
SARPS (ICAO) Standards and Recommended Practices
SCG (EUROCONTROL) Stakeholders Consultation Group
SES Single European Sky
SESAR Single European Sky ATM Research Programme
SID Standard Instrument Departure
SNET Safety Net
SSR Secondary Surveillance Radar
STAR Standard Terminal Arrival Route
STATFOR (EUROCONTROL) Statistics & Forecasting
STF Short Term Traffic Forecast
SWIM System-Wide Information Management
TA Terminal Airspace
TACC Terminal Airspace Control Centre
TACT CFMU Tactical system
TAS Terminal Airspace System
TMA Terminal Manoeuvring Area (~Terminal Airspace)
TMS Traffic Management System
TOD Terrain and Obstacle Data
TWR Aerodrome Tower Control Unit
UAC Upper Area Control Centre
UIR Upper Flight Information Region
UTC Universal Time Coordinated
VCS Voice Communications System
VDL VHF Digital Data Link
VHF Very High Frequency
VOR Very High Frequency Omni-directional Radio Range
WIP Work In Progress
186
Contact details
CND/CoE/ATM/Airports
maria-christina.meyer@eurocontrol.int
CND/CoE/ATM/Airspace & Network Capacity

gillian.heath@eurocontrol.int
CND/Network Development
razvan.bucuroiu@eurocontrol.int
EUROCONTROL
June 2010 - © European Organisation for the Safety of Air Navigation (EUROCONTROL)
This document is published by EUROCONTROL for information purposes. It may be copied in

whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used for
commercial purposes (i.e. for financial gain). The information in this document may not be modified
without prior written permission from EUROCONTROL.
www.eurocontrol.int

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European ATM Network Operations

Performance Plan Assessment

10 EXPECTED MEDIUM-TERM PERFORMANCE OF THE ENROUTE ATM NETWORK (2011-2014) .................. 51

SWITZERLAND ZURICH ACC ............................................................................................................. 113

INTENTIONALLY LEFT BLANK

and implementation of major ATM system

upgrades and/or airspace reorganisation,

combined with a shortage of available controllers.

INTENTIONALLY LEFT BLANK

2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE

4. MEDIUM-TERM CAPACITY REQUIREMENTS

Summer Traffic, Delay & Capacity Evolution

35000 5,5 6,0

4.2. ACC capacity requirements

4.3. Impact of traffic distribution on medium-term capacity planning

The following conclusions can be drawn from the maps above:

4.3.2 Development of local capacity plans

5 MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS

5.2.2 Demand Data Repository (DDR)

5.3 Demand Forecasting

The highlights of the forecasting method are:

6 ENROUTE & TERMINAL CAPACITY ENHANCEMENT

6.1 The Airspace Action Plan

6.2 The Flight Efficiency Plan

6.2.1 Action point 1: Enhance European Airspace Design

 Airspace adjustments to facilitate the implementation of reduced North Atlantic Track

6.2.1.1 ATS Route Network and Reorganisation of Airspace

6.2.1.2 Airspace Structure and Sectorisation

6.2.1.3 Night / Week-end Routes

6.2.1.4 Free Route Airspace

6.2.1.5 FAB Initiatives

 FAB Europe Central (FABEC)

Airspace Structure Development

 Blue Med FAB

 FAB Central Europe (FAB CE)

A catalogue of airspace design proposals

Airspace Structure Development:

 North European (NE) FAB

6.2.1.6 ASM/ATFCM Enhancements

6.2.1.7 Most Penalised City Pairs

Flight Efficiency Support Function

6.2.3 Action point 3: Efficient Terminal Airspace

 Integration of Terminal Airspace into the overall network

6.2.4 Action point 4: Optimise Airport Operations

 Continuous Descent Approach (CDA) Action Plan

 Accelerate the implementation of Airport CDM

6.2.5 Action point 5: Improve Performance Awareness

6.2.6 Next Steps

7 ACC CAPACITY ENHANCEMENT MEASURES

7.1 Additional Controllers

7.2 Increased sector throughput and the use of optimum configurations

7.3 New ATM systems and ATM system upgrades

 Slovak Republic: new ATM system

7.4 Other Local Capacity Enhancement Measures

8 PAN-EUROPEAN CAPACITY ENHANCEMENT PROGRAMMES

Navigation VOR/NDB GNSS APV

8.33 kHz 8.33 kHz

CPDLC ACCs CPDLC

Initial Ops eTOD Full Full Ops

2010 2011 2012 2013 2014 2015 2016 2017

8.1 LINK 2000 Programme

Aircraft Forward Fit New aircraft conform

ANSPs LINK/Core Region

Aircraft Retrofit Fit