# EUR-Lex - 52011DC0823 - EN

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# 52011DC0823

**COMMUNICATION FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS Airport policy in the European Union - addressing capacity and quality to promote growth, connectivity and sustainable mobility /* COM/2011/0823 final */**

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1.
Introduction

1.
Airports play a crucial role in the aviation
chain, linking airlines with their passengers and freight customers. They have
also become increasingly important to the European economy, providing a wide
range of connections within the EU and ensuring that Europe stays connected
with the rest of the world. They are also central to the successful delivery of
the Single European Sky.

2.
As recognised in the Declaration adopted at the
Bruges Aviation Summit in October 2010[1],
there is a need to reform EU rules to foster the competitiveness of European
airports and eliminate capacity bottlenecks, so as to enhance the efficiency of
each link of the aviation transport chain (e.g. airport operators, carriers,
other service providers) and give travellers and companies more value for
money.

3.
This need is also recognised in the Commission's
work programme for 2011 which calls for a more optimal use of the European
airport network to help tap the potential of the Single Market for growth. This
will in turn help prepare the EU to move towards its Europe 2020 objectives and
to deliver sustainable growth through a more competitive, resource-efficient
economy. In the same spirit, the White Paper — Roadmap to a Single European
Transport Area[2],
identifies the improvement of market access and the provision of quality
services at airports as essential for the completion of the Single European
Transport Area.

4.
This paper outlines the progress made in implementing
the 2007 Action Plan for airport capacity, efficiency and safety in Europe[3]. It also identifies two key
challenges for European airports: capacity and quality. In doing
so, it describes the context for the three legislative proposals that together
with the communication form a coherent set of specific measures: a proposal to
make better use of existing capacity by revising the current slot allocation
system, a proposal on groundhandling services at EU airports and a proposal on
noise-related operating restrictions.

2.
The airport capacity challenge
2.1.
A capacity crunch at the EU’s largest airports
in a fast-changing world

5.
The 2007 Action Plan identified a growing gap
between capacity and demand at a number of busy EU hubs. Congestion at these
airports will remain a concern. Traffic will continue to grow in the future, as
it has done over the past 50 years despite periods of economic downturn and other
disruptions[4].
Although air traffic in Europe will grow more slowly than in emerging economies
it will nevertheless nearly double by 2030[5].

6.
However, Europe will not be in a position to
meet a large part of this demand due to a shortage of airport capacity. The
congestion levels predicted by the 2008 Challenges of Growth study were
confirmed in 2010. Despite the worldwide economic crisis and a predicted 40 %
airport capacity increase between 2007 and 2030 (including new airports, new
runways and new air- and ground-side infrastructure), some 2 million flights —
10 % of predicted demand — will not be accommodated because of capacity
shortfalls[6].

7.
In concrete terms, by 2030 no fewer than 19 European
airports[7]
will be operating at full capacity eight hours a day, every day of the year (compared
to 2007 when just 5 airports were operating at or near to capacity 10 % of
the time). This will have a major impact on the entire aviation network since by
2030 congestion at these airports will mean 50 % of all flights affected
by delays upon departure or arrival, or both (compared to 17 % in 2007). Compounding
the situation, the system will also be more vulnerable to disruption due to airport
congestion and less able to recover from crisis situations. Delays will persist
in the system for longer and will propagate more rapidly and widely. Air
transport punctuality — which in 2010 was the worst recorded in Europe since
2001 despite traffic below 2007 levels[8]
— will be a major concern.

8.
Data collected from large airports in an independent
study undertaken for the Commission shows a similar pattern in 2025[9]. Although the downturn in
global air traffic since 2008 has reduced the gap between demand and planned
capacity and despite the fact that one of Europe’s largest hubs, Frankfurt, has
a new runway, by 2025 demand will continue to exceed capacity all day at London
Heathrow, London Gatwick, Paris Orly, Milan Linate and Düsseldorf. If capacity
cannot be increased above the planned 120 movements/hour, demand will also exceed
capacity all day at Paris Charles de Gaulle. In addition, demand will continue
to exceed capacity during part of the day at Amsterdam, Madrid, Munich, Rome
Fiumicino and Vienna. These airports are among the most critical for the aviation
network and are crucial nodes for the Air Traffic Management network. Problems
at these airports have a significant knock-on effect, notably in cases of
delays, for all feeder airports which depend on connections to these congested
hubs, and for Europe’s connections to other world regions.

9.
This capacity challenge is being faced in a
context of increased competition and a shift in the global aviation market. Over
the next few years, air transport growth will be driven mainly by regions such
as Asia Pacific, the Middle East and Latin America. This means that while
historically North America has been the largest aviation market worldwide with
Europe in second place, by 2012-2013 these two regions are both expected to be
overtaken by the Asia Pacific region. The year 2010 was illustrative of this
trend: Beijing became the second-busiest airport by passenger volume, behind
Atlanta. London Heathrow dropped to fourth, overtaken by both Beijing and
Chicago O’Hare. The list of the fastest growing airports in 2010 confirms this
trend, with only one EU airport among the top 25[10].

10.
These are the reasons why Europe needs to make
the best possible use of its existing airport capacity and, where necessary,
increase it to cater for the growing demand for travel. In this respect, while
Member States are competent for airport infrastructure and are therefore at the
forefront of the capacity challenge, the EU can contribute to a modernised
European airport network by highlighting common issues and by updating current
airport rules. It can also encourage investments, especially through the use of
innovative financial instruments, so as to steer growth, secure cohesion within
the EU and enhance its economic, societal and cultural links with the rest of
the world.

2.2.
Optimising the use of existing capacity and increasing
airport capacity
2.2.1.
Aligning capacity on the ground and in the air

11.
Since 2007, the process of establishing a regulatory
framework for the Single European Sky (hereinafter 'SES') has continued at a
fast pace. A second package of legislation was adopted in 2009 with the
objective of ensuring that a Single Sky is in place from 2012 onwards. Today, the
framework is almost complete. Airports, which together with air traffic
management constitute the infrastructure of civil aviation, are one of the
pillars of this architecture[11].
Indeed, they are essential to the network and if capacity on the ground is
lacking, the Single Sky project as a whole will be negatively affected. In
other words, increasing capacity in the air will be pointless if airport
capacity does not remain aligned with ATM capacity [12].

12.
Key to the SES is the Performance Scheme[13] which represents an
opportunity to improve air navigation service performance at EU level in the
areas of safety, the environment, capacity/delays and cost-efficiency. 2010 saw
the designation of the Performance Review Commission of EUROCONTROL as the
Performance Review Body and the setting of EU-wide performance targets for the
first reference period 2012-2014[14].
The ‘air side’ of an airport is part of this approach. However, airports' role
is currently limited.

13.
From 2012 to 2014 only en route air
navigation services will be subject to performance targets while the
performance of terminal air navigation services (i.e. at and around
airports) will be monitored as from 2012[15].
Besides, air navigation service capacity is not the only constraint. Data
collected by the Central Office for Delay Analysis in Europe indicates that 70 %
of all delays are due to turn-around processes: primary delays caused by
airlines or their groundhandlers (technical, boarding, etc.), airports
(equipment, etc.) or other parties involved in the turn around process.

14.
In the light of these findings, the Commission
considers that the logic of the performance scheme should be extended to
airports as a whole in accordance with a true gate-to-gate approach and with
the objective of optimising and integrating all phases of a flight, from
airport to airport. Therefore, while performance of terminal air
navigation services should be subject to performance targets as from 2015
(start of the second reference period 2015-2019), performance should not stop
at the control tower. It should be enhanced on ground level as well and include
all ground operators (airlines, airport managing bodies, groundhandlers,
security and customs services). The proposals to revise current rules for the
allocation of airport slots and access to groundhandling services, which the
Commission is tabling together with this communication, should contribute to
this objective.

15.
Airports also participate in the technological
dimension of the SES, the SESAR programme. SESAR has the potential to expand
capacity at airports, thus accommodating additional demand, reducing the number
of delayed flights or cancellations and raising activity and mobility levels. Airport-related
activities currently constitute some 30 % of overall SESAR activities[16]. Delivering these capacity
gains will require adequate, timely and properly synchronised investments in SESAR-compliant
equipment.

16.
Airports are among the most complex
interdependent operational environments and Airport Collaborative Decision
Making (A-CDM) constitutes an excellent solution for improving the overall
efficiency at an airport by acting on shared information, with no major capital
expenditure[17].
It is also a key enabler for many technological advances being developed by
SESAR. Accordingly, the Commission considers that its implementation at the
EU's large airports should be speeded up building on the A-CDM Action Plan
initiated by EUROCONTROL[18].
Over time, due consideration should be given to extending A-CDM to all actors
on the ground to ensure that passengers, baggage, air cargo and aircrafts are
handled 'seamlessly'.

2.2.2.
Making better use of existing capacity at
congested airports by ensuring a more resource-efficient slot allocation system

17.
The analysis of how the current Slot Regulation is
working has shown that the allocation system in place prevents optimal use of
the scarce capacity at busy airports[19].
Given the predicted shortage of capacity at some critical airports and its
spill-over effect on overall network performance, and taking into account the
limited development of new airport infrastructure in the EU, this is something
Europe can not afford.

18.
Therefore the Commission is proposing changes to
the current Regulation to allow for the introduction of market-based mechanisms
across the EU provided that safeguards to ensure transparency or undistorted
competition are established, including greater independence for slot
coordinators. This will help to ensure that slots go to those carriers able to
make the best use of them. Several additional measures will improve slot
utilisation while ensuring a correct use of this scarce resource.

19.
It has been estimated that by revising the
current allocation system up to 24 million additional passengers would be
accommodated each year at European airports meaning more than €5 billion in
economic benefits and up to 62,000 jobs by 2025 thanks to a more resource
efficient allocation system[20].

2.2.3.
Balancing the desired level of noise protection with
transport and mobility needs

20.
Although aircrafts have become 75% less noisy
over the last 30 years[21],
a large portion of EU citizens is still exposed to high noise levels leading to
substantial negative health effects. In order to ensure the sustainability of
aviation, measures targeting the noise impact will remain necessary at a number
of important airports. This said, noise-related measures constrain not only airport
capacity at a particular airport but also the aviation system as a whole
through knock-on effects. Accordingly, decisions on noise measures and the
desired level of noise protection must ensure a proper balance with capacity
implications overall.

21.
The Commission is therefore proposing changes to
current rules on noise-related operating restrictions to put authorities in a
better position to phase out the noisiest aircraft from airports. It will also
strengthen the noise assessment process in line with the principles of the ICAO
Balanced Approach on noise management so as to find the optimal combination of
the most cost-effective measures for balancing transport and mobility needs
with noise protection levels. Finally, it will make it possible for the
Commission to scrutinise the noise assessment process and, if so necessary,
suspend the decision on a noise-related operating restriction, prior to
implementation .

2.2.4.
Encouraging public and private investments for
funding airport infrastructure at EU level

22.
Optimising the use of existing facilities will clearly
not be enough. Airports need to continually upgrade and develop their
facilities for a wide range of reasons from using more energy-efficient and
ecological appliances to safety and security measures and are also related to
the demands of the market. The most expensive investments generally relate to
capacity expansion and European airports predict that while they have committed
a total of € 120 billion to new facilities between 2000 and 2015, this
will be far from enough[22].

23.
The recently adopted proposal for new TEN-T
guidelines[23]
introduces a two layer network: a comprehensive network and a core one. The
comprehensive network will ensure accessibility at a regional level and to the
core network. The latter will consist of the strategically most important parts
of the comprehensive network based on the concept of multimodal nodes (mainly —
but not exclusively — cities and large conurbations). It should be accomplished
by 2030 at the latest and become the backbone of a European integrated
transport system.

24.
More than 340 airports will constitute the TEN-T
airport network and at least 82 of them will be part of the core network[24]. Eligible airport projects for
financing will concern the connection of airports to rail, the optimisation of
the existing infrastructure, increases in airport capacity and support for the
implementation of the Single European Sky, in particular the deployment of
SESAR. Structural and Cohesion funds are a key element of EU transport
infrastructure policy and they will be coordinated with the TEN-T priorities
while respecting State aid rules.

25.
In the framework of the TEN-T, the following
financial instruments will contribute to the development of airports: the new
integrated instrument "Connecting Europe Facility" (CEF)[25] will support air-rail link
projects for core network airports as well as SESAR and the Single European
Sky; grants for airports in the comprehensive network will be managed through
the Cohesion Fund and the European Regional Development Fund (ERDF). Besides,
to assist with the financing of the CEF, the Commission has also adopted the
terms for the Europe 2020 Project Bond Initiative which will be one of a number
of risk-sharing instruments upon which the facility may draw in order to
attract private finance in priority projects in all transport sectors.

26.
In addition, airport projects can benefit from other
EU-funded financial engineering instruments. Airport projects can benefit from
the "Loan Guarantee for TEN-T projects" (LGTT) which is a product
specifically designed and administered by the European Investment Bank for the
TEN-T. Another product called the Marguerite Fund is a pan-European equity fund
which aims to act as a catalyst for infrastructure investments implementing key
EU policies including in the airport sector. Overall, EU support will facilitate
access to the capital market.

27.
Moreover, given the competitive nature of the
aviation market, attention must be paid to the risk that public funding of
airport infrastructure might distort competition. The Community Guidelines on the
financing of airports and start-up aid to airlines departing from regional
airports, which were adopted in 1994 and 2005, are currently being reviewed[26]. In
this respect, the consistency of public financing of airports with State aid
rules should be considered. Whilst certain categories of aid may be justified,
such aid should not lead to undue distortions of competition.

3.
the airport quality challenge

28.
Airports are a key interface between passengers
and airlines, and the quality of service provided at airports is a key
determinant of the passenger and airlines experience. For passengers, the
most-valued aspects of their experience of the airport are likely to include
ease of access to the airport, getting reliable information quickly, simple
processes for checking-in and for baggage, short waiting times and having staff
on hand to offer advice if something unexpected happens. For larger airports it
is a question of delivering a passenger-friendly experience whilst at the same
time processing thousands of passengers per day in a congested infrastructure
environment.

29.
As far as their relationship with their airline
clients is concerned, the significant changes in the air transport sector over
the past 15 years thanks to the European aviation market and a number of air
services agreements with key global partners, have resulted in airports evolving
from mere infrastructure providers to fully fledged and diversified business
models serving a variety of market needs. Freight carriers in particular have
specific needs for logistics infrastructure to support their operations based
upon ‘just-in-time’ deliveries of critical items to businesses around the
world.

30.
Regulatory intervention in this field should, of
course, help to improve the quality of service provided at airports while also
ensuring that airports remain the thriving and competitive environments they
are today. In addition, passengers in Europe now take for granted a high level
of aviation safety and security and core standards in this respect are
paramount.

3.1.
Promoting airport accessibility and efficiency
through rail links

31.
A key requirement for an efficient airport is to
be easily accessible. While small sized airports can rationalise airport access
through a well organised network of bus services, rail is an additional,
sustainable option for airports of a certain size or which already have rail
tracks in the vicinity of the terminal. There are basically three kinds of rail
links to airports. The so-called ‘Airport Express’ services provide a safe and
direct connection between the city centre and the airport, avoiding traffic
jams, freeing up access roads and reducing CO2 emissions. Medium-sized
airports may also operate regional train services. These widen the catchment
area (so fewer airports are needed to serve a given area). Large airports with
a significant number of long-haul flights can successfully link to high-speed
rail lines which act as feeder services and may replace some costly short-haul
flights, thus freeing valuable slots that can be used in markets currently not
served. This kind of service obviously benefits passengers but when properly
implemented it is also a win-win solution for all industry stakeholders: air
carriers, train operators and airports.

32.
The trend in air-rail intermodality development
is clearly positive as more and more agreements between air and rail carriers
are signed and passengers get used to these services. It has been estimated
that in 2011 about 23 million passengers will have accessed EU airports by rail
systems from beyond their metropolitan area. However, many obstacles remain,
from IT fragmentation inside the rail mode, to issues concerning legal and
operational responsibilities, schedule coordination, common ticketing, revenue allocation,
etc.

33.
The Commission will continue to promote the
development of air-rail services from various perspectives, ranging from
financial support for intermodal infrastructures (main EU airports to be linked
to the TEN-T rail and road network by 2050), to working groups aimed at bringing
all stakeholders together at one table, and to the development of interoperable
standards for information and ticketing through the TAP-TSI[27] rules being developed by the
European Rail Agency.

3.2.
Improving groundhandling services

34.
Even though groundhandling services are not always
visible, the passenger experience both in airports and in the air relies on
quality groundhandling services. Whether it concerns the proper reception of
passengers at the airport, correct preparation of the aircraft (for example,
cleaning the cabin) or vital functions for the safe operation of a flight (for
example, de-icing the aircraft), comfortable, reliable, safe and value-for-money flights cannot be
operated without them.

35.
The original 1996 Directive on groundhandling
focused primarily on opening access to the groundhandling market and led to increasingly
dynamic groundhandling markets. However, the degree of competition in
restricted services and the access regime still vary significantly across
Member States. In addition, what currently requires attention is ensuring that all
parts of the aviation chain perform adequately for the benefit of the aviation
system as a whole (the ‘gate-to-gate’ approach to aviation).

36.
The 1996 legal framework is no longer sufficient.
Groundhandling services are not efficient enough due to barriers to entry and
expansion. Moreover, the overall quality of groundhandling services has not
kept up with evolving needs in terms of reliability, resilience, safety,
security and environmental performance. As a consequence, the benefits of
liberalisation are not sufficiently exploited and passed on fully to end users
(i.e. businesses and citizens).

37.
Although further steps are needed to ensure
equal access to the market, the provision of quality services also depends upon
other factors. In a labour-intensive sector such as groundhandling, there are
important social issues to be considered. The system of tenders affects staff
working conditions and encourages turnover of staff. However, the legal
framework in the groundhandling sector does not allow at present to take
mitigating measures as regards the transfer of staff from a previous groundhandling
operator to a new one, beyond the safeguards already provided in Council Directive
2001/23/EC[28].
Continuous staff development and training have a strong impact on service
quality but the current legal framework does not address the question of
training of personnel. Moreover, the current difficult economic situation
results in cost-saving practices which may translate into reduced investment in
people leading to poorly-trained staff. The use of poorly-trained staff in turn
increases the risk of low-quality services and downgrades the safety and
security of groundhandling services.

38.
Important events leading to critical flight
disruptions such as the volcanic ash crisis and heavy snowfalls paralysing key
hub airports have shown the need for increased coordination of ground
operations for European airports and the network as a whole (dealing with the
knock-on effects) and effectively assisting stranded passengers. At large
airports, which are particularly important for the network, the airport
managing body should ensure that the ground operations are coordinated notably
through contingency plans and minimum quality standards. Besides, in order for
passengers to be able to exercise their rights, experience has shown that the
carrier needs to be present or represented at the airport. This is not always
the case and, as a result, airports have been faced with difficult situations.
The Commission will consider this in the context of a revision of Regulation
261/2004[29],
which will also provide an opportunity to consider whether the financial burden
of providing care and assistance should be borne by the air carrier alone when
other parties are responsible for the delay or cancellation.

3.3.
Airport charges: enhancing the transparency and
cost-relatedness of airport and security charges for airlines and passengers

39.
Fair access to airport infrastructure at a fair
price to airlines makes an important contribution to an efficient overall
aviation system. An important step was taken in the European Union in 2009 with
the adoption of the Airport Charges Directive on common minimum standards for
the setting of charges levied on airlines for the usage of the necessary aeronautical
infrastructure for operating flights.

40.
Two objectives remain. One is implementation of
the 2009 Directive, due to be transposed by the Member States by 15 March 2011.
The Commission has started scrutinising the national measures taken and will report
to the Council and European Parliament in 2013.

41.
The second objective relates to security
charges. Since 2002, EU law has imposed stricter security requirements on
Member States and airports. At present, the recovery of aviation security costs
is regulated at national level. However, information to passengers on these
costs can be inadequate and airlines are not systematically consulted at all EU
airports. Information and consultation are essential to guarantee that prices
paid by passengers and citizens are established in a transparent and fair
manner. In addition, this situation hinders the existence of a true level playing
field for airports and air carriers. Non-discriminatory and strictly cost
related security charges are thus essential to ensure fair and undistorted
competition between airlines and between airports. A proposal on security
charges, based on the approach chosen for the Airport Charges Directive, was
made in 2009 with a view to ensuring that security charges are cost-related.

3.4.
Reviewing current security checks at European
airports and developing an agenda for the future

42.
The current EU legal framework on aviation
security[30]
provides the EU with a robust security system. But security checks are often
perceived as burdensome by passengers, aviation industry and airports. A
balance is needed between enhancing security and facilitating travel.

43.
With this in mind, the current ban on liquids and
gels in hand luggage is to be lifted by April 2013: passengers will be allowed
to take liquids onboard aircraft provided that they are screened at EU airports[31]. More recently, security
scanners which do not use ionising radiations have been allowed in accordance
with minimum conditions, as a method for the screening of passengers[32]. The scanner technology is
developing rapidly and has the potential to facilitate security operations for
both passengers and airports - for example by reducing hand searches.

44.
The Commission is carrying out a broader
reflection on how to improve aviation security in the longer term for the
benefit of passengers and other stakeholders. Overall, a more 'risk based'
approach to establish EU mitigating measures is a concept which may be further
developed in order to target security controls where, based on intelligence
information, the risk is greatest. A future security system should be a quality
system that ensures a high level of security and keeps passenger trust and
acceptance.

3.5.
Enhancing the safety of airport operations

45.
As highlighted in the 2007 Action Plan,
intensive aerodrome use and higher traffic volumes require improved safety
levels.

46.
The EU has decisively acted in this field by
adopting in 2009 Regulation 1108/2009[33]
extending the rule-making, standardisation and safety-analysis activities of
the European Safety Agency (EASA) to aerodrome safety. This means that airports
will soon be subject to common safety requirements. Work is underway on the
detailed safety rules for aerodromes, drafts of which will be published by EASA
before the end of 2012 prior to final adoption by the Commission. Better
coordination of airport operations will also make a useful contribution to
improving safety.

4.
The community observatory on airport capacity: time
to move up a gear

47.
As a first step towards implementing the 2007
Action Plan, the Commission set up in 2008 a Community Observatory on airport
capacity as a consultative forum to improve awareness and the exchange of data
and to advise on the implementation of the Action Plan. Priority was given to
issues such as developing an airport capacity assessment methodology, an
inventory of European airport infrastructure, airports in the gate-to-gate
approach and air-rail intermodality. At the same time, a number of actions were
taken within other policy frameworks. The annex to this communication provides
an overview of the progress made so far in relation to the five key actions
which were identified in the Action Plan.

48.
In the coming months, the Commission will review
the mandate of the Observatory to cover the quality and performance issues as
well. In addition, as it intends to monitor the
evolution of airport capacity at EU level more closely, the Commission will
task the Observatory with undertaking by the end of 2012 an update of the 2008 Challenge
of Growth study using the technical capacity and expertise of EUROCONTROL.
This update should also contribute to the fulfilment of the operational and
strategic role of the newly-established Network Manager. Based on the results,
the Commission could ask Member States to develop and provide national
strategies on airport capacity, taking into account all network implications
and in particular the need to ensure the success of the SES.

5.
Conclusion

49.
Today, the European aviation sector is one of
the best performing and dynamic parts of the European economy and European
airports play a central role in the aviation chain. With almost 800 million
passengers travelling each year by air from and to the EU (a third of the world
market, almost three times more than when air traffic was liberalised in the
early nineties), the European aviation sector is a world leading industry.

50.
It is therefore of the utmost importance to
update this model, where necessary, and ensure its continued success. Airlines,
airports, air traffic management, groundhandling and other transport services
are inseparably interconnected and need to cooperate in the most optimised
manner to continue to perform in terms of mobility, quality and resilience.
Airports themselves are heavily interdependent from an operational point of
view and should not be viewed in isolation but rather as part of a European
airport network. A modernised European airport network is essential to the EU's
strategy for growth and to ensure connectivity within the EU and beyond as well
as for sustainable mobility. The Commission accordingly proposes to:

–
Revise Regulation 95/93 on common rules for slot
allocation at EU airports;

–
Repeal Directive 96/67/EC and replace it by a
Regulation on groundhandling services at EU airports;

–
Repeal Directive 2002/30/EC and replace it by a
Regulation on noise-related operating restrictions at EU airports within a
Balanced Approach.

ANNEX ON THE IMPLEMENTATION OF THE ACTION
PLAN

2007 ACTION PLAN || TIMELINE || ACTION

Setting up of an Observatory || || Setting up of a Community Observatory on airport capacity in November 2008.

1) MAKING BETTER USE OF EXISTING AIRPORT CAPACITY

Mandate to EUROCONTROL to develop harmonised airport capacity and assessment methodology tools. || Early 2007 || Working Group 1 ‘Capacity’ produced a check-list of ‘functional requirements’ that can be taken into account for any capacity assessment methodology.

EU-wide capacity assessment inventory to improve awareness and information on regional capacity needs. || 2007 || Working Group 1 ‘Capacity’ developed a draft questionnaire to inventory airport capacity, which was then validated against a sample of airports. Responses were received from 24 Member States covering 62 airports.

Consistency between airport slots and flight plans. || 2007 – 2008 || Commission Regulation 255/2010 on ATFM.

Potential impact of the 2007 implementation of the Single European Sky report on airport operations. || From mid 2007 onwards || Working Group 2 ‘gate-to-gate approach’ contributed to the Commission’s proposal for a Regulation on common rules for the allocation of slots at Community airports (recast of Regulation 95/93).

Mandate to EUROCONTROL to develop implementing rules on the introduction of Airport-CDM at European airports. || 2008 || ACI-EUROPE/ EUROCONTROL/CANSO joint A-CDM Action Plan: fully implemented at 4 airports, ongoing at a further 25 airports.

2) A CONSISTENT APPROACH TO AIR SAFETY OPERATIONS

Extension of EASA competence to airport operations. || Early 2008 || Regulation 1108/2009 extending the rule-making, standardisation and safety-analysis activities of EASA to the area of aerodrome safety was adopted. Work on its implementation started in 2010. EASA is currently drafting and consulting upon the safety rules for aerodromes.

Certification of the EGNOS/Galileo signal in space and inclusion of GNSS exploitation in the European Radio-Navigation Plan. || From 2008 || The EGNOS Service Provider (ESSP) was certified by the French NSA as an Air Navigation Service Provider (under the SES regulations) in July 2010. From 2012 onwards, EASA will take over ESSP’safety oversight. EGNOS Safety of Life (SoL) service has been available since January 2011 and several EGNOS based landing procedures have already been published in France.

Comprehensive inclusion of GNSS in ATM operational processes is expected from SESAR. || 2007 || EGNOS is referenced in the European ATM Master Plan as a technological enabler to SESAR supporting Operational Improvements (OIs) in relation to enhanced navigation and landing capabilities.

3) PROMOTE CO-MODALITY OF TRANSPORT MODES

Promotion and funding of inter-modal infrastructures from the TEN-T, European Cohesion Policy’s programmes. || From 2007 onwards || Working Group 3 on ‘Air-rail intermodality’ is drafting a series of recommendations based on practical experience and best practices.

Integrated air-rail ticketing. || Early 2007 || A public consultation on integrated air-rail ticketing was launched between 4 July and 30 September 2008. Work on ticketing is carried out by ERA through the TAP-TSI initiative.

4) NEW INFRASTRUCTURE NEEDS CAREFUL CONSIDERATION

Implementation of the Noise Directive || 2007 – 2008 || On 15 February 2008 the Commission adopted a report on the implementation of Directive 2002/30/EC.

5) DEVELOP AND IMPLEMENT NEW TECHNOLOGIES

Early implementation of mature technologies such as A-SMGCS surveillance and control functions. || From 2007 onwards || See above on A-CDM.

SESAR tools and systems that will significantly increase airport capacity. || 2007 – 2013 || Airport-related activities currently constitute some 30 % of SESAR overall activities with over 50 projects rolled out within the two airport-specific work packages.

[1]               The Bruges Aviation Summit brought together high
level figures from the European aviation community to discuss the challenges confronting
the sector. It resulted in the ‘Bruges Declaration’.

[2]               COM(2011) 144.

[3]               COM(2006) 819. See also Council conclusions of 2
October 2007 and the European Parliament Resolution of 11 October 2007.

[4]               The International Air Transport Association (IATA)
predicts globally 16 billion passengers and 400 million tonnes of cargo in 2050
(against respectively 2.4 billion and 40 million in 2010). Airbus predicts an average
annual traffic growth of 4.8 % from 2010 to 2030.

[5]               According to EUROCONTROL there will be 16.9 million
flight movements in Europe in 2030, 1.8 times more than in 2009 (EUROCONTROL ‘Long-Term
Forecast Flight Movements 2010-2030’). Traffic in Europe will increase by 4.0 %
from 2010 to 2030, driven mainly by the traffic to/from Asia Pacific (Airbus ‘Global
Market Forecast 2011-2030’).

[6]               EUROCONTROL ‘Challenges of Growth 2008’ and ‘Long-Term
Forecast Flight Movements 2010-2030’.

[7]               Of these 19 airports, 13 are located in the EU.

[8]               EUROCONTROL ‘Performance Review Report 2010’ by the
Performance Review Commission.

[9]               Impact Assessment of Revisions to Regulation 95/93
prepared by Steer Davies Gleave, March 2011.

[10]             ACI ‘World Annual Traffic Report’ for 2010.

[11]             The High Level Conference on the Implementation of the
Single European Sky, which took place in Budapest in March 2011, identified
concrete and effective measures to implement the Single European Sky to be
taken by the relevant stakeholders including airports. Airports are taken into
account in the Commission’s Regulation on network functions (Commission
Regulation (EU) No 677/2011, OJ L 185, 15.7.2011, p. 1). In particular,
main European airports are taken into account in the Network Operations Plan,
and each airport included in the Network Operations Plan is required to
cooperate with the Network Manager. .

[12]             Madrid Declaration – Conclusions of the High Level
Conference on the roadmap towards implementing the Single European Sky, Madrid
25-26 February 2010, point 4.

[13]             Commission Regulation (EC) No 691/2010, OJ L 201,
3.8.2010, p. 1.

[14]             Commission Decision 2011/121/EU, OJ L 48, 23.2.2011, p. 16.
Improvements should be as follows: for the environment a 0.75 % of the
average horizontal en route flight efficiency indicator in 2014; for capacity
an average delay of 0.5 min per flight in 2014, for cost-efficiency an
improvement of 10 % over the period.

[15]             In addition, airport operators with more than 150 000
commercial movements/year and all coordinated and facilitated airports with
more than 50 000 commercial movements/year already provide the data required
under the SES Performance Scheme Regulation.

[16]             Projects mainly relate to subjects such as reducing runway
occupancy time, aircraft separations (including wake vortex), surface guidance
systems addressing both airport and ‘on-board’ systems and runway safety (in
particular the development of integrated systems embracing ATC, aircraft and
vehicles).

[17]             At CDM airports 'business non-sensitive' information is
available to all partners: EUROCONTROL Central Flow Management Unit, ATCO,
airport operator, aircraft operator, pilot and ground handler. A-CDM is a
proven tool that can assist airports in particular by improving the overall
efficiency of aircraft turn-around and pre-departure sequencing process. It has
the potential to decrease knock-on delays at network level and improve recovery
from weather or other disturbing occurrences leading to airport capacity
wastage.

[18]             See the ACI-EUROPE/EUROCONTROL/CANSO joint Action Plan
for the implementation of A-CDM at European airports.

[19]             Commission's Impact Assessment accompanying the
proposal for a Regulation on common rules for the allocation of slots at EU
airports (recast).

[20]             Idem.

[21]             The EU is at the forefront of the development of cleaner
and quieter aircrafts. Clean Sky in particular is one of the EU's largest
research initiatives with a budget estimated at €1.6 billion over 7 seven
years. This public and private partnership will speed up technological
breakthrough to be introduced in the aircraft fleet of the future.

[22]             ACI-EUROPE ‘An outlook for Europe’s airports’ 2010.

[23]             COM(2011)665.

[24]             The threshold for funding works will double from 10 %
to 20 % of the total cost while studies will continue to be supported up
to 50 % of the total cost.

[25]             In the period 2014-2020 the facility will allocate €
31.7 billion to transport, out of which €10 billion dedicated to transport
infrastructure investments in the Member States eligible under the Cohesion
Fund.

[26]             The Commission launched a public consultation of
stakeholders which ran from April to June 2011 as a first step in the review
process. The replies were published on 18 October 2011 and are available on the
Europa website.

[27]             Technical Specifications for Interoperability for
Telematic Applications for Passenger.

[28]             Council Directive 2001/23/EC of 12 March 2011 on the
approximation of the laws of the Member States relating to the safeguarding of
employees' rights in the event of transfers of undertakings, businesses or
parts of undertakings or businesses (OJ L 82, 22.3.2001).

[29]             Regulation (EC) No 261/2004 of the European Parliament
and of the Council of 11 February 2004 establishing common rules on
compensation and assistance to passengers in the event of denied boarding and
of cancellation or long delay of flights, and repealing Regulation (EEC) No
295/91 (OJ L 46, 17.2.2004).

[30]             Notably Regulation (EC) No 300/2008 of the European
Parliament and the Council of 11 March 2008 establishing common rules in the
field of civil aviation security and repealing Regulation (EC) No 2320/2002 of
16 December 2002[30]
and its implementing acts.

[31]             Commission Regulation (EU) No 720/2011 of 22 July 2011,
OJ L 193, 23.7.2011, p. 19-21.

[32]             Commission Regulation (EU) No 1141/2011 of 10 November
2011 and Commission Implementing Regulation (EU) No 1147/2011 of 11 November
2011.

[33]             Regulation (EC) No 1108/2009, OJ L 309, 24.11.2009, p. 51.