WRITTEN QUESTION E-3602/00

by Luciano Caveri (ELDR) to the Commission

(22 November 2000)

Subject: Air traffic over the Alps

The Mont Blanc area has been an aviation reference point from the era when pilots navigated by identifying landmarks until today's sophisticated instrument

navigation system. Consequently, many air-traffic routes still cross the Valle d'Aosta, and the number of aircraft flying over it every day (estimated at an average of around 350 aircraft crossing the region's airspace in any 24-hour period) has increased as a result of the huge expansion in air traffic on European and international routes.

Such a heavy concentration of air traffic has serious implications for this small region in terms of atmospheric and noise pollution, and at peak periods the excessive volume of traffic is beginning to make the Valle's skies resemble the congested airspace around major airports. This is detrimental to the region's tourist industry, is causing concern among the local population with regard to the environmental problems that could be caused on the ground by discharges of residual combustion products and has safety implications for gliding enthusiasts.

It would be possible to divert this traffic to some extent: the aviation route from Saronno to Passeiry (France) turns to pass directly over the Banko reporting point (i.e. Mont Blanc), at which point it changes its name from B4 to B37, thus cutting right through the Valle d'Aosta; however, if the route went from Saronno to Passeiry without deviating, aircraft would climb further north and the north-eastern area of the Valle would be only marginally affected. It would then be necessary to redefine the aviation routes which, starting from Malpensa airport, head west and currently follow either the Romagnano-Biella-Aosta route or, in the case of heavier aircraft, press on almost as far as Caselle (D17 BLA) before turning towards Aosta and then continuing, depending on the route followed, either to Passeiry in France or St Prex in Switzerland. For some aircraft at least, once they have reached Biella they could be routed either to Adiso (Gran Paradiso), where they would join the A1 route, or to the Cervi checkpoint (Cervino) on the B372 route, or to Biban on the L612 route.

What are the Commission's views on the foregoing, in the light of the planned review of the subject at European level with a view to improving the balance of the current air traffic system over the Alps?

Answer given by Mrs de Palacio on behalf of the Commission

(5 January 2001)

In the context of preparatory work to create a Single European Sky, a high level group composed of civilian and military representatives from the Member States was set up last year by the Commission, with the support of the European Council.

Analysis undertaken by the above group has found the current means of organising airspace, regarding control sectors and aviation routes, to be inefficient. This lack of efficiency, one of the main causes of air traffic delays, stems from the fact that national interests have prevailed over European interests in determining the design of European airspace. The group came to the conclusion that airspace should be a common resource to be treated as a real Single European Sky which should be designed and regulated at European level, starting with upper airspace and continuing with lower airspace. The process of designing and managing this airspace should take into account both civilian and military interests.

Regulation on a European level entails reconciling the many issues of public interest involved (safety, impact on the environment) and economic factors. This is the context of the Honourable Member's question concerning aviation routes through lower airspace covering an area above three European countries: France, Italy and Switzerland.

Member States currently have jurisdiction over this and are working to establish access and departure routes to and from airports, taking into account the existing physical limitations, including minimum flying altitude over the Alps, location of on-the-ground navigation equipment, and a reduction in traffic-flow conflicts as well as limitations regarding airspace reserved for military exercises.

Work carried out by the high level group will help foster a new approach in designing airspace which will give priority to the needs of users and will encourage multilateral coordination in order to increase flight regularity and efficiency and, at the same time, limit negative repercussions such as atmospheric and noise pollution.

The Commission intends to follow up this preparatory work with an action plan to be submitted to the Council and Parliament.