Proposal for a COUNCIL DIRECTIVE on the definition and use of compatible technical and operating specifications for the procurement of air traffic management equipment and systems
Date: 1992-07-22
Institutions: European Commission
Subjects: Eurocontrol, air traffic, air traffic control, electronic equipment, technical specification, technical standard

C O M M I S S I ON  OF  T HE  E U R O P E AN  C O M M U N I T I ES 

C 0 M O 2)  34? f inal 

BrusseIs,  22 Jul y  1992 

Proposal  for a 

COUNCIL  DIRECTIVE 

on  the definition  and use of  compatible  technical  and 

oporat inq  opuciIicatioiui  for the procurement  of 

air  traffic  management  equipment  and  oyatoma 

(presented  by  the  Commission) 

PROPOSAI. KOR  A  COUNCIL  DIRECTIVE  ON  TIIK l)KK 1N IT ION  AND  USE  OK  COMPATI III. K 

TKCIINICAL  AND  OPKKATING  SPECIFICATIONS  FOR  THK  PROCUREMENT  OK  AIM  TKAKKIC 

MANAGEMENT  EQUIPMENT  AND  SYSTEMS 

EXPLANATORY  MEMORANDUM 

1.  INTRODUCTION 

1.  Air  transport  is  causing  increasing  concern  in  Europe.  The  aim  of  the 

Common  Air  Transport  Policy  is  to  reorganize  the  civil  aviation  sector  and 

make  i t more  compoti t i ve. 

To  achieve  the  objectives  of  thin  Community  policy  we  must  adopt  measures 

t o  liberalize  air  transport  and  certain  bark-up  measures.  Action  i n  a 1 sin 

needed  to  prevent  any  erosion  of  safety  margins  in  the  air  traffic  control 

system  whilst  nevertheless  increasing  its  capacity. 

2.  In  a  report  sent  to  the  Member  States  in  1983,  the  Commission  identified 

certain  bottlenecks  and  in  1988  it  submitted  to  the  Council  three  proposals 

intended  to  help  solve  capacity  problems  in  the  air  traffic  system.  The 

proposals  were  that: 

the  KUROCONTROL  statutes  should  bo  so  amended  an  to  allow  the  Community 

to  accede  to  that  body; 

all  the  Member  States  should  accede  to  EUROCONTROL; 

any  steps  taken  by  one  Member  State  to  organize  its  airspace  should  be? 

notified  to  the  Commission  so  that  the  latter  might  inform  the  other 

Membe r  States. 

Nom- of  I IMMK' proposals wan  ind tided  in the Resolution  adopted  by tin 

Ministers.' 

The situation  ia still  such  as to present  a major  barrier  to  the  future 

growth  of  civil  aviation  and  tourism,  with  all  the disadvantages  this 

implies  for  freedom of  movement.  Whilst  it  is true  that  air  space 

management  and  air  traffic  control  are a states' responsibilities,  it  is 

also the case  that  the  limitations  of  a national  system  affect  the  systems 

of  neighbouring  states  and, therefore,  the capacity  of  a region  as a whole. 

Current  problems must  therefore  be  tackled  at European  level. 

I.  In  its Resolution  of  lb September  1987,^  Parliament  stressed  the 

problem  and  asked  for  various measures  to be adopted  whilst  the  Council 

Resolution  of  18 July  19891  called  on  the Commission  to  collaborate 

closely  with  EUROCONTROL  in drawing-up  proposals  for  Community 

specifications  relating  t.o air  control. 

A.  There  are  several  factors which  combine  to  limit  the capacity  of  the air 

traffic  control  system.  The moBt  important  may  be  summarized  as  follows: 

(a)  given  the present  segmentation  of  air  apace, traffic  is massively 

concentrated  in particular  sectors and  this considerably  complicates 

the task  of  the air  traffic  control  services.  AB a consequence, 

aircraft  cover  distances  on  average  10* greater  than  the  direct 

journey. 

1  89/C/189/02 

2  Doc.  A2-135/87 

(b)  Wc; often  do  not make optimum  use of  airspace  because: 

the boundaries  are generally  set  in  line with  national  frontiers 

rather  than  operating  requirements; 

the  system  of  mandatory  air  corridors  usually means  that  it  is not 

possible  to exploit  the ability  of modern  aircraft  to  track  a route 

very  precisely  and  independently  of  the  siting  of  navigation  aids. 

(c)  Air  traffic  control  services  (ATC) are provided  by  numerous  centres 

which  are  not  coordinated  in any way  and whose  technical 

characteristics differ  fundamentally  because  there  is no coordination. 

(d)  The  number  of  air  controllers  in post  cannot  satisfactorily meet  the 

demands  of  air  traffic  duo  to  the current  capacity  of  their  equipment. 

(a)  The  incompatibility  of  the equipment  used  in Europe  is duo  to  lack of 

coopérât ion and  coordination  over  the planning  and  implementation of 

systems.  For  instance,  in most  cases  flights arc» still  transferred 

from one  control  contre  to another  by  telephone.  Communications  are 

therefore  difficult,  controllers  have more  coordination  tasks  to 

perform  than  necessary  and  the available  airapacc  cannot  be  used  to 

the  full. 

(f)  Eurocontrol  adopts  technical  specifications so that  an  integrated 

system  of  equipment  for deployment  in the Member  States  can  be 

establi shed. 

-  4 -

(«j)  However,  on  the question  of  the  kind  of  support  equipment  that 

EUROCONTROI. has  shown  to be necessary  for  air  traffic  management, thi 

European  standards bodies  should  also  play  their  full  part  wherever 

such  equipment  has multi-disciplinary  applications  and  uses. 

Technical  cooperation  between  EUROCONTROI. and  those  bodies  is 

necessary  to ensure  opt. i mum  coordination of  available  resources and 

the sett ing up of  standardized  communication  and  information  systems. 

» 

(h)  The  sat ui.it ion,  for  varying  period»,  of  some of  tin» big  airports 

,n\ii 

thoBe  from which  holiday  flights depart  (runways,  terminals,  parking 

spaces)  has  aggravated  the problems  of  controlling  air  traffic  between 

terminals.  It  is not  easy  to enlarge  existing  airports  or  build  new 

ones  since environmental  factors  and  budgets  have  to be  considered. 

(i)  Some  airlines  have extremely  tight  schedules  for  their  equipment  and 

staff.  A delay  of  a  few  hours  due  to congestion  at  an  airport  or  in 

airspace  may  affect  the availability  of  aircraft  or  crews  and,  in the 

worst, rase,  cause  delays  of  24  hours or more. 

S. The  capacity  of  the air  traffic control  system  will  probably  have  to be 

constantly  increased.  Community  law on  interregional  air  services,  fares, 

capacity  and  access  to the market  are  intended  to help  airlines  avoid 

congested  areas. 

-  b -

The  European  Civil  Aviation  Conference  forecasts  that,  if economic  trends 

are  favourable,  air  traffic  will  double  by  the  year  200b  unless  prevented 

by  the  lack of  capacity  of  airports  and  air  traffic  control  systems. 

Corujostion may  be  remedied  to some extent  by  the use of  larger-capacity 

equlpment. 

(>. The margin  of  manoeuvre  the airlines have  been  left  by  the  air  transport 

liberalization  measures  to be  introduced  under  Community  policy  will  be 

insufficient  to counterbalance  the pressure  exercised  by  air  traffic 

control.  It  is quite  clear  that  in  its present  form  the  system  cannot  cope 

even  if we  allow  for  the  fact  that  the high-speed  rail  system  will  capture 

part  of  the  traffic. 

It  is accepted  that: we will  need  a whole  raft  of measures  to  resolve 

Kwropo's present  and  future  capacity  problems without  undermining  present 

high  safety  standards.  It  is also clear  that  coordinated  air  traffic 

management  can  pl«»y a key  role  in the efficient, use» of  the air  t.raf 1 ic 

system  as a whole. 

This  Directive  is one of  those measures  the Community  must  introduce? 

immediately,  independently  of  any other  action. 

- f> -

II.  SCOPE OF  THE  DIRECTIVE 

/. An  the air  traffic management  system  in a complex  whole  in which 

technical  components  and  human  beings  are  interlinked  and  interact  closely, 

there are  ucvoral  moaoures which must  be  taken  simultaneously,  e.g.: 

(a)  As communication  between  control  systems  ia one of  the weakest  links, 

it  should  be made  a general  requirement  to use procedures  for 

transmitting  digital  data  between  ground  computers  and  to establish 

the  necessary  communication  protocola.  In some  instances  it will  also 

be necessary  to  improve  the quality  of  the  radio-telephone  links 

between  controllers and  voice  communication  links between  pilots  and 

controllers.  Problems of  pronunciation  and  the  simultaneous  use of 

English  and  the»  local  language  further  complicate  the  problem.  The 

solution may  be  the technical  one of  reducing  the volume of 

commun icat ionn. 

For  instance»,  creating  a system  for  the medium  term which  involves 

transferring  digital  data  between  ground  computers  and  aircraft  would 

reduce  the volume  of  voice  communications  required  and,  thereby, 

increase  the  productivity  of  controllers.  In the  long-term,  and  for 

reasons  of  cost  and  efficiency,  satellite  navigation  may  in  certain 

circumstances  replace present  systems  of  communication. 

-  7 -

(b)  The  importance  of  compatibility  between  noitjhbour i ng  systems  has  long 

been  overlooked  and  has  given  rise? to  a  multiplicity  of  procedures  ami 

different,  forms  of  organization  and  technical  equipment.  To  some 

extent  these  differences  may  be  justified  by  the  environment  and  the 

traffic  conditions  in  which  the  systems  have  to  operate.  Hut. they 

represent  a  serious  barrier  to  the  introduction  of  sophist icat.ed 

automated  procedures  in  adjacent  sectors  of  airspace  (e.g.:  the  smooth 

transfer  of  aircraft  from  one  centre  to  another)  and,  therefore,  to 

the  full  exploitation  of  the  capacity  of  the  most  advanced  centres. 

To  obtain  the  bent  results,  all  t.he  systems  should  be» standard i zeni and 

ccjmpatible,  as  in  the  United  States  and  France. 

Greater  compatibility  would  also  reduce  costs  and  common 

specifications  for  equipment  would  clearly  benefit  European 

i ndustr ial i tilt). 

(c)  Automation  is one? of  the  main  ways  of  he?lping  controllers  to  process 

larger  volumes  at  traffic  without  compromising  safety.  It. would  also 

allow  greater  fli?xibility  in  routinej and  might  extend  the  horizontal 

capabilities  e>f  the  present  area  navigation  systems  whilst  at  the? same? 

time  exploiting  the  potential  of  the  technology  of  modern  aircraft. 

III.  INSTITUTIONAL  ENVIRONMENT:  KUROCONTROL 

H. The amended  EUROCONTROL  Convention  of  1981  reflects  the commitment  of 

the? contracting  states  to  "establish common  long-term  objectives  in the 

field of  air  navigation  and,  in that  framework,  to  institute  a Common 

Medium-Term  Plan  for  air  traffic  services  and  f aci I i t ie»s" . * 

Similarly  EUROCONTROL  is required  "to co-ordinate  the medium-term  national 

plans  in order  to establish  a Common  Medium-Term  Plan  in respect  of  air 

traffic  services  and  facilities  within  the  framework  of  the  long-term 

objectives  referred  to above". 

').  Decision  of  the? Ministers  of  Transport  of  the  ECAC  States 

In October  1908  the Ministers decided  to harmonize  national  plans, 

procedures, equipme?nt  and  techniqut?n  across  the whole  of  Europe.  They 

called  on  EUROCONTROL  to draw  up common  operational  and  technical  standards 

for all  European  countries  and  to do  so within  the Common  Medium-Term  Plan 

(CMTP). 

In April  1990  the Ministers of  Transport  adopted  the» "ECAC  Strategy  for  the 

1990s"  and  called  on  EUROCONTROL  to manage  the strate?gy  in such  a way  as to 

allow  all  Continental  ECAC States  to participate.  The  strategy  is based  on 

the? principles  set  out  in the CMTP. 

More? recently,  in March  1992, at  a meeting  of  ECAC Ministers  in London,  the 

five new  States^ of  East  and  Central  Europe were  included  in the  strategy. 

1  Article  1 S  1(a) of  the  EUROCONTROL  Convention of  19H1. 

2  Article  2  S  l(n) and  (c) of  the  EUROCONTROL  Convention  of  1981. 

3  Bulgaria, Hungary,  Poland,  Romania  and  the Czech  and  Slovak  Federal 

Republi c. 

1 0.  Common  Meeli urn-Term  P l an 

( a )  Or i g in  o_f  t he  CMTP 

In  1985 EUROCONTROL's Committc?e of Management  gave  its  Planning 

Working  Group  (PWG) a remit  to draw up a Common  Medium-Term  Plan 

(CMTP). 

(b)  Function of  tho CMTP 

(i) to  identify  the operational  and  technical  measures  required  for 

transforming  the existing  air  traffic management  systems  first 

into a harmonized  and,  later,  an  integrated  ATM  System  to be 

developed  within  tho  framtïwork of  the conce»pt ; 

(ii) t.o establish  jointly  agreed  specific  obje»ctive?s and  Lines of 

Action,  common  and  National  Associated  Programmes,  Standards, 

and  relevant  timetables,  as a basis  for achieving  a  level  of 

harmonization  and  integration  consistent  with  the  efficient 

provision  of  Air  Traffic  Servicen within  tho airspace? of  the* 

Organization  and  adjacent  States; 

(iii) to enable  the National  Administrations  to develop  the?ir plans  so 

as to meet  t.he following o|>erational  objectives  1 a i ei down  in the» 

ECAC Strategy  for  the  1990's: 

The  air  traffic  services  route  network  and  airspace  structure  is 

to be optimizeeJ, by means of  the widespread  application  of  area 

navigation  from  1993 onwardo. 

13\ 

Compre»he?n» i ve» radar  <:ove»rage? is to be» in place» t.hrouejhout  the? 

Continental  ECAC area  by  1«VIS at  the? latent. 

En-route  radar  separation  of  b NM  is to be applied  throughout 

hi ejh -elenn i t y are»as by  I 99b  at  the  latest.  E I se»whero, en-rem t e» 

radar  séparât ion e>f  10 NM  is to be applie.'d by  the? same» date'. 

Air  traffic  control  systems are to be progressively  integrated, 

after  being  harmonized  in high-density  areas  by  1995  at  the 

latest  and  elsewhere  not. later  than  1998. 

Automatic  data  communication between  air  traffic  control  centre: 

is to be  in place  by  1998 at  the  latest. 

the Modo  S air/ground  data  link  is to be» oporat ional  in a 

central  area  from  1998 onwards. 

(iv) to allow monitoring  of  the  Implementation  Strategy  by 

f tic i 1 i t at. i ng comparison  between  national  plans  and  their 

timetables  and  the timetables  for the common  objectives. 

<c)  Status of  the CMTP 

1. The CMTP  in a statement  of  the? Member  States'  firm  joint  intentionj 

on  how  t.o develop  and  implement  the Future Kuropean ATM  System  in 

accordance  with  the principles  laid down  in the Concept  and  the 

operational  objectives  laid down  in the  FEATS  and  ECAC  St rat.eej ies. 

11 -

/. All  objectives  contained  in the CMTP  pertain  to subjects  that  are? 

eioalt with  by EUROCONTROL Workinej Croups and  Specialist  Panel», 

and/or  similar  ICAO bodies,  in which  national  authorities  and  user 

organizations are  represent e»d.  In addition,  the work  of  the 

EUROCONTROL Working Croups  and  Panels  is monitored  by  the  Committee 

of  Management.  Consequently, before  a particular  objective  is 

includoti  in the CMTP, the? definition of  the? corresponding  Line's of 

Action  and  the  rate at which  proejress  is expected  to be  achieved 

will  have been  agreed  jointly  at various working  levels  and 

endorsed  by  the Committee of Management. 

(d)  Approva1  and  amendment  of  the CMTP 

1. As stipulated  in the provisions  of  the amended  Convention 

|Article» 6.1(a) and  7.1|,  the Committee  of  Management  submitted 

the CMTP  to the Permanent  Commission  for decision. 

2.  Following  the decision  taken by  the Permanent  Commission,  the CMTP 

is now a reference document  for the development  of  the  EUROCONTROL 

Air Traffic  Management  System. 

.3. Amendments  to Lines of  Action  and  associated  programmes  in the CMTP 

are approved  by  the Committee of  Management  on  the basis of 

proposals  prepared  by  its Planning  Working Group. 

4. Whenever  there are  substantial  changes  to objectives, the Committee1 

of Management  submits  the  revised  version  of  the CMTP  to the 

Permanent  Commission  for decision. 

b. The Committee of  Management  submits draft  technical  specifications, 

known  as EUROCONTROL  Standards, amendments  to existing  EUROCONTROL 

Standards  and mandatory  timetables  to the Permanent  Commission  for 

decision. 

-  12 -

(>. The Advisory  Committee  to be? sc»t up under  the Directive  will have.» 

the  task  e>f ensuring  that, t ho»o  t.uchnolorjic.i I change-»  are 

consistent. 

(»»)  St i ucture  of  the CMTP 

The CMTP  has 9 chapters  or  areas  of  activity: 

Surveillance,  Air/Ground  Communications,  Grounei/Cround  Communic.it sorts 

Navigation,  ATC,  ATFM,  ASM,  A1S  and  Human  Resources. 

The  Standards  and  the corresponding  common  specifications/requirement* 

are described  in appropriate  documents,  which  must  identify  clearly 

what  is a Standard  and  what  is only  a recommendation  or guidance» 

material.  Once  approveei,  these documents  form  an  integral  part  of  I In 

CMTP. 

(I)  EUROCONTROL  technical  specifications 

Under  the CMTP,  EUROCONTROL  has already  issued  technical 

specifications  for  such equipment  as  it considered  essential. 

A EUROCONTROL  Standard  is defined  as,  "Any  specification  for  physical 

characteristics,  configuration, material,  performance,  personnel  or 

procedure,  the  uniform  application  of which  is recognized  as essential 

for  the  implementation  of  an  integrated  ATS  system  in  EUROCONTROL 

Member  States.M1 

These  Standards must  conform  to  ICAO Standards  and  are  issued  to  (ill 

any  gaps  left  by  ICAO,  to complement  or give more details  in  respect 

of  existing  Standards. 

I  EUROCONTROL  Common  Medium-Term  Plan  (EUROCONTROL  Publication). 

-  13 -

Hy contrant  with  ICAO StaneJardn where  the main  aim  in standard i/.at ion 

and  safety,  EUROCONTROL  Standards  are  intended  to help  develop 

compatible  systems  and  ensure  their  integration. 

EUROCONTROL  has  also drawn  up harmonization directives.  In order  to 

allow  the constant  updating  of  the Standards,  specific  presentation 

preiceelureu an»  proscribed  anel,  in drafting  and  presentation, the» 

EUROCONTROL  Standards must  also comply  with  the  international  ISO 

Standards.  In addition  EUROCONTROL,  the Commission  and  the  European 

standards  bodies  have established  contact  with  a view  to  examining 

possible  cooperation  procedures  and  defining  their  respective  areas  at 

acti vity. 

M  -

I V.  THE  COMMISSI ON'S  APPROACH 

The» Commission  advocates  usinej EUROCONTROI. Standards  and  possibly  e?ve»n the» 

common  spec i f i cat ie>n»  for  Community  purposes,  the  intention  be?iiuj to 

provide  direct  back-up  for  the  harmonization  already  undertaken  (by  the 

Member  States  anel the  Community  and,  indirectly,  other  European  States) 

through  the  ECAC  Strategy  for  the  1990s  and  the  European  ATC  Harmonization 

and  Integratiejn  Programme  (EATCHIP). 

In  the  short  term,  the? Commission's  aim  is  to  ensure  coordination  of  the 

Member  states'  activities  on  the  air  traffic  system  in  ejeneral  and  on 

technical  harmonization  in  particular.  The  Commission  would  be  authorized 

to  use  the  legal  instruments  which  the  Community  may  issue  to  impose 

technical  specifications  drawn  up  by  other  bodies  and  could  therefore  give 

EUROCONTROL'B  various  instruments  greater  weight  by  issuing  them  in  the 

form  of  technical  rules  mandatory  throughout  the  Community. 

With  thin  Direct ive  the? aim  is  to  align  a  number  of  tt?chnical 

specifications  at  Community  leve?l  in  order  to  improve  communications  and 

obtain  greater  technical  compatibility.  The  Commission  therefore  proposes 

usine; the  technical  specifications  drawn  up  by  EUROCONTROL  and  thereby 

pi omot <• st aneiard i zat ion  at  European  level.  In  doing  tin  it  is  me-et i ng  the 

wiiihea  expresBe»d  in  the  Council  Resolution  of  1989.  The  main  purpose  of 

the? Directive's  provisions  is  to  integrate  EUROCONTROL  Standards  into 

Community  law  whilst  at. the  same  time  aiming  to  establish  the?  highest 

possible  level  of  air  safety. 

- 1 

The? wording  of  the Directive  allows  fcjr problems arising  in EUROCONTROL  in 

connection  with  the» adoption of  technical  spécifications.  The  Commission 

mtiiit be able  to  issue» preiposaln aimed  at  resolving  any  difficulties 

occur rinej in EUROCONTROL's adoption procedures.  For  instance, the 

Commission  could  find  itself  having  to draw up proposals or  proposing  that 

the European  standards  bodies be given mandates  to draw up standards. 

Equally,  the Membeir States of  the European Community  might, implement, a 

EUROCONTROL  standard  if, when  acting within  EUROCONTROL,  they  all  came out 

in favour of  that  standard. 

Whe»re the  long  term  is concerned,  let us remind  ourselves of  the 

Commission's  stated  aim,  namely  to unify  the various  national  systems.  In 

the Commission's  view  the solutions  adopted  by the ECAC  - inter  alia  the 

Common Medium-Term  Plan  (CMTP)  - will  not provide all  the answers  to  the 

structural  problem»  (i.e». the? multiplicity  of  systems  in Europe) and 

therefore  represent  only  a stage on  the way  to the creation  of  a  European 

system which must, achieve  a sufficient  level  of  intégrât ion to ensure that 

the user  perceive»»  it  a» a single system. 

In its proposal  for trans-European  networks, the Commission  had  already 

proposed: 

creating  uniform  systems  for the management  of  airspace; 

drawing  up a truly  European  policy  on air  transport  infrastructure. 

-  10 

With  the current,  init iativo,  the medium-term  aim  i» to  turn  the? air 

transport  network  into one of  the Community's  basic  infrastructures.  The» 

Commission  will  not  fail  to  submit  a proposal  to this  effect. 

As  the present  air  traffic  situation  amply  demonstrate»»,  the deployment  of 

air  traffic  management  Systems  on  the basis of  purely  national 

considérât ions  has  resulted  in the  f raejmentat ion of  airspace  and 

incompatibility  between  different  items of  equipment  purchased  in 

accordance  with  national  specifications  and  differing  procedures.  Action 

by  the Community  is  fully  justified  if the objective  is rational  and 

<»fficient  organization. 

It should  also be» remembered  that  the» Commission  roe]ui?sti»d DG  XIII  to elo a 

study  on  the  technologies  to be used  for  air  traffic  management  beyond  the 

year  200b.  This  is e:onsistent with  the  long-term  obje?ctive of  puttinej 

standard i zed  syntemn  in place.  The  intention  is to  i ncorporato  the» result; 

of  this work  in the? activities of  ICAO,  ECAC  and  EUROCONTROL  in the name» 

areas. 

-  17 -

V .  TECHNI CAL CONTENT J3F THE JPJROPOSAI. 

The Annex  to the proposal  for a Directive  is a  list of  technical 

specifications which  the Commission would  like to see the Member  States 

apply  in the  near  future.  Once  approved  by  EUROCONTROL,  and  included  in 

this Directive, the  spécifications will  become mandatory  and  compliance  can 

be enforced  by  virtue of  their  being  Community  law. 

Examples are: 

1. OLDI : 

These are  specifications  for  the use of  "OLDI" messages  (On-Line  Data 

Interchange).  One of  the  aims  is to eliminate  certain manual  operations 

by  transferring  data  from  one  computer  in one control  centre  to  another 

computer  in another  centre.  With  this standard  it will  also  be  easier 

to update  flight  plan  related  data  and,  if necessary,  transmit  them  to a 

centre  in another  Member  State.  OLDI  also defines  the  format  for  data 

relating  to every  controlled  flight. 

2. ASTERrX  (radar data  exchange): 

This  specification defines  the  formats  to be used  for exchanejing 

messages  between  radar  stations.  The messages  relate  to data  processed 

by  the  radar  stations, the data  being  transmitted  by ground/ground  eiata 

links.  The  specifications will  enable controllers  of  adjacent  airapace 

sectors  to use  the  same data  and/or  radar  images. 

-  17 -

3. Specificatitins  for  linking  up networks  (of  the  RADNFT  or  RENARD  typo) 

The advantage  of  the  RADNET  and  RENARD  specifications  is that  they 

define  the  kind  of data  transmission  system  that  has  to be  set  up  to 

allow  standardized  message  exchanges  between  radar  stations. 

4. Specifications  for  telephone  systems  for ATS: 

These  are specifications  for  telecommunications  links  in  the  form of 

telephone  lines  between  control  centres  and  for data  relating  to Air 

Traffic  Services. 

-  18 -

v ï  ÇQiÇkvs] P^s 

The  scope of  thia  Directive  is of  interest  to us  for  three  reasons: 

(i) 

it provides  for greater  coordination  between  the Member  States of 

their  efforts  to harmonize  and  integrate  their  ATC  systems  and,  by 

way  of  a policy  of  harmonization  and  further  standardization, 

should  help  increase  the capacity  of  these  systems; 

(ii) 

it  iB  int«?nded  to ensure  cjreater transparency  of  procurement 

contracts  for air  traffic  control  equipment;  and 

(iii) 

it  is also  intended  to help establish  a high  level  of  safety  in 

Community  airspace. 

OBSERVATIONS  ON THE VARIOUS  ARTICLES OF THE  DIRECTIVE 

Article 1 

This Article  defines  the scope of  the Directive; 

Articje 2 

This Article  defines  the  terms used  in the Directive. 

Article 3 

This Article  sets  out  the objectives  to be achieved  by  the  introduction  of 

Community-wide  technical  rules on ATC equipment  deployed  in the  Member 

States.  These  objectives  are  the  same as those  adopted  by  the  ECAC 

Ministers  in 1990. 

Article 4 

This Article  states  that  EUROCONTROL  technical  specifications are  to be 

regarded  as Community  standards  if  identified  as  such  by  the  Commision. 

Article b 

Thin Article  allows  the Commission  to confer mandates  on  the  European 

standards  bodies  to define  standards  in areas  not  covered  by  EUROCONTROL. 

Article 6 

This Article  seta out  the conditions  with which  Member  States must  comply 

when  drawing  up their  purchasing  specifications  for  ATC equipment.  The 

conditions  also  help ensure  the  free movement  of goods. 

2 -

Article 7 

This Article  provides  for an Advisory  Committee  to be  set  up. 

Article 8 

This Article makes  provision  for a mechanism  whereby  bodies  affected  by  the 

Directive  can  be  consulted. 

Article^ 9 

This Article  authorises  the Commission  to  issue  proposals  should 

EUROCONTROL  encounter  difficulties  over  the adoption  of  its  technical 

specifications. 

Article  10 

This Article  provides  for verification  of  the  implementation  of  the  stated 

objectives  of  the Directive. 

Draft  Council  Directive 

on  the definition  and  use of  compatible  technical  and  operating 

specifications  for  the procurement  of air  traffic management  equipment  and 

systems 

THE COUNCIL OF TflK EUROPEAN  COMMUNITIES, 

Having  regard  to  the Treaty  establishing  the  European  Economic  Community, 

and  in particularly  Article  84(2) thereof, 

Having  regard  to the  proposal  from  the  Commission 

Having  regard  to  the Opinion  of  the  European  Parliament, 

Havinej regard  te> the? Opinion  e*f t.he Econe^nic anei Social  Committe»e», 

Whereas  air  transport  in Europe  is presently  under  considerable  strain  due 

to air  traffic  congestion; 

Whereas  the overloading  of  the air  traffic  control  system  is one of  the 

primary  causes  of  this  congestion; 

Whereas,  so  far, management  systems  have been  developed  and  brought  on 

stream  in accordance  with  national  or  local  specifications; 

Whereas  defining  and  introducing  Community  standards  is the only  possible 

e?ffoctive approach  to  air  traffic  management  since  the present  situation, 

based  on  national  or  local  systems,  has  resulted  in the  technical  and 

operational  incompatibilities which  now  hinder  the  transfer  of  controlled 

flights  between  traffic  control  bodies  in the different  Member  States; 

-  2 -

Whereas operational  integration  must  be achieved  under  the common  air 

transport  policy  in order  to  remedy  traffic  congestion  arid  improve  tht? flow 

of  traffic  in the  short  term; 

Whereas  the process of  harmonization and  integration  would  be  facilitated 

if all  the Member  States  individually  and  the Community  as such  acceded  to 

the  International  Convention  relating  to Cooperation  for the Safety  of  Air 

Nav igat ie.»n; 

Whereas  the  technical  specifications adopted  by  EUROCONTROL  comply  with  the 

recommended  standards  and  practices of  the  International  Civil  Aviation 

Organizat ion; 

Whereas  the Commission,  assisted  by  a Committee  of  representatives of  the 

Member  States, should  be  authorized,  in accordance with  the procedure  laid 

down  in Council  Decision  No  B7/373/EEC,1  to make  the  EUROCONTROL 

technical  specifications mandatory  at Community  level; 

Whereas  European  standardization  is a key  factor  in establishing  a 

consistent  level  of  safety  in air  traffic management  and  whereas 

EUROCONTROL  and  the European  standards bodies  should  cooperate with  each 

other ; 

Whereas  it should  be specified  that,  in accordance with  the provisions of 

Directive  83/189/EEC,  the Commission  may give  the European  standards  bodies 

mandates  to draw  up European  standards  to provide  support  for  air  traffic 

management  systems; 

1  OJ  No L  197, 18.7.1987, p.33. 

-  3 -

Whereas  in any  case  any  item of  equipment  legally  marketed  in one Membe?r 

Statu must  bo able  to move  freely  in the territory  of  the other M«?ml»or 

States; 

Whereas  the  provisions  of  the  International  Convent, ion  relating  to 

Cooperation  for  the Safety  of Air  navigation  designate  EUROCONTROL  as  the 

instrument  to take  the necessary  measures  to solve  the problems  currently 

existing  in Europe; 

Whereas  safety  is a key  factor  in air  transport  in the Community,  and 

whereas  the provisions  of  this Directive  should  take  into account  the 

existence of  the Convention  on  International  Civil  Aviation,  signed  in 

Chicago on  7 December  1944, which  provides  for the  implementation of 

whatever measures  are  required  to ensure  the  safety  of  air  navigation; 

Whereas Council  Directives  77/62/EF.C and  90/531/EEC on  the  procurement 

procedures  of  entities opérât i ng  in the water, one?rgy, transport  and 

telecommunications  sectoro  apply  to the air  traffic management  sector  and 

the awarding  entities must  be  specified, 

HAS ADOPTED  THIS  DIRECTIVE: 

Article 1 

This Directive  covers  the definition  and  use of  compatible  technical 

specifications  for  procuring  air  traffic management  equipment  and  uyntoms, 

part icularly : 

communications  systems 

surveillance  systems 

systems  providing  automated  assistance  to air  control 

navigation  systems. 

Article  7 

For  the purposes  of  this Directive  the  following  definitions  shall  apply: 

(a)  Technical  specification:  the? technical  requirements  contained  in 

particular  in the  tender  documents defining  the  characteristics  of a 

set  of  works, material,  product  or  supply,  and  enabling  a piece of 

work,  a material,  a product  or  a supply  to be objectively  described  in 

a manner  such  that  it  fulfils  the use  for which  it  is  intended  by  the 

contracting  entity.  These  technical  prescriptions may  include 

quality,  performance,  safety  or dimensions,  as well  as  requirements 

applicable  to the material,  product  or  supply  as  regards  quality 

assurance,  terminology,  symbols,  testing  and  test  methods, packaejing, 

marking  nr  labelling. 

(b)  Standard:  a technical  specification approved  by  a  recognized 

standardizing  body  for  repeated  and  continuous  application,  compliance 

with  which  is  in principle  not  compulsory. 

-  2 -

(c)  EUROCONTROL  technical  specification:  any  technical  specification 

relatiwj to physical  characteristics,  configuration,  equipment, 

performance,  personnel  or  procedures  In respect  of  which  it  i» 

accepted  that  uniform  application  is essential  to  the operation  of  an 

integrated  air  traffic  system  in the Member  States  and  adopted  as a 

EUROCONTROL  Standard  in accordance with  the  provisions  of  the 

EUROCONTROL  Convent i on. 

Article 3 

The Member  States  shall  take whatever  steps  are  necessary  to modify  their 

existing  air  traffic  management  equipment  so that  it  guarantees: 

automatic  data  transmission  between  air  control  centres  by  1998; 

complete  radar  coverage  by  1996 using  interoperable  radar  equipment 

whic:h provides  full, organised  surveillance; 

computer  assisted  execution  of  air  traffic manaejcinont  tasks  an  from 

1996; 

harmonization  of  the capability  of different  types  of  radar  equipment  to 

allow  uniform  en  route  separation  of  aircraft  by  1996, with  a 5 or  10 NM 

otandarel being  applied,  as  appropriate; 

optimization  of  the  network  of  ATS  routes and  airspace  structure,  backed 

up by  the widespread  use of  area  navigation  as  from  1994. 

3 -

The Member  State?» »hall  communierai <? to the Conun i »» i on,  within  nix month» of 

each eioadline?, the measures  thoy  have  introduced  to achieve» t.he object, i vos 

in?t. out  in the» previous  paragraph. 

Article 4 

The Commission,  assited  by the Committee  referred  tot  in Article  7,  shall 

be authorized  to act  in accordance with  the procedure  set  out  in  that 

Article  and  identify  which  EUROCONTROL  technical  specifications,  in 

particular  those  relating  to areas  listed  in Annex  1, shall  be made 

mandatory.  The Commission  shall  publish  the  references  for  these  technical 

specifications  in the Official  Journal  of  the European  Communities. 

Article S 

To  facilitate  the  implementation  of  measures  adopted  under  the  provisions 

of  Article  3 and  4, the Commission,  acting  in accordance  with  the 

provisions  of  Directive  83/189/EEC, may  award  standardization mandates  to 

the European  st anelareln bod ion. 

Article 6 

Without  prejudice  to the provisions  of Directives  77/62/EEC  and  90/531/EEC, 

the» Mombor  State?» shall  take whatever  steps are  necessary  to ensure  that, 

in the general  documenta  or  specifications  relating  to each  public 

contract,  the awarding  entities defined  in Annex  2 to this  Directive  refer 

tcî the European  specifications defined  in that  Directive  when  purchasing 

air  navigation  equipment. 

To ensure  that  this Annex  is as complete  as possible,  the Member  States 

shall  notify  the Commission  of  any  changes  to their  lists.  The  Commission 

shall  amend  Annex  2 in accordance with  the procedure  set  out  in Article  7. 

-  4 -

Article 7 

1..  The Commission  shall  be assisted  by  an Advisory  Committee  composed  of 

representatives of  the Member  Staten  and  chaired  by  the  representative of 

t he» Comini nui on . 

2.  The  representative of  the Commission  shall  submit  to the Committee  a 

elraft e-)f the measures  to be  taken.  The Committee  shall  deliver  its  opinion 

on  the» draft  within  the  time  limit  which  the Chairman  may  lay  down 

according  to  the? urgency  of  the matter.  The opinion  shall  be delivored  by 

the? majority  laid  down  in Article  148(2) of  the Treaty  in the  case of 

decisions  which  the Council  is required  to adopt  on  a proposal  from  the 

Commission.  The  votes of  the  representatives of  the Member  States  within 

the committee  shall  be weighted  in the manner  set  out  in that  Article.  The 

chairman  shall  not  vote. 

3.  The  opinion  shall  be  rocortloel in the minutes.  Each  Member  State? shall 

have? the  riejht. to ask  to havo  its jMisition rocejrd<?el  in the minute»». 

4.  The Commission  shall  take  the utmost  account  of  the opinion  dolivoroel 

by  the Committee.  It shall  inform  the Committee  of  the manner  in which  it.» 

opinion  has been  taken  into  account. 

Article 8 

In exercising  its powers  the Commission  shall  regularly  consult  the 

European  organizations of  the parties  concerned,  such  as the  European 

representatives  of  air  navigation  bodies, air  space users  and  professional 

bodies,  and  shall  inform  the Committee  of  the outcome  of  the  consultations. 

b -

Article» 9 

Whoro EUROCONTROL  technical  specifications are not  adopted  by  EUROCONTROL 

by  the deadline  provided  for  in Article  3, or whore  other measures  aro 

considered  necessary,  the Commission  shall  send  a detailed  report  to the 

Committee  and  shall  propose  appropriate measures. 

Article  10 

The Commission  shall  submit  regular  reports  to the Council  and  Parliament 

on  the operation  e>f the arrangements  set  out  in thin  Directive. 

Article^ 11 

1.  The Member  States  shall  brine»  into  force  the  laws,  regulations  and 

administrative  provisions  necessary  to comply  with  this Directive  not 

later  than  1 January  1994.  They  shall  forthwith  inform  the  Commission 

thereof. 

2. 

When  the Member  States  adopt  these provisions  their  texts  shall  refer 

to thiB  Directive  or  shall  be accompanied  by  such  a reference  when 

officially  published.  The Member  States  shall  decide what  method  to 

use to make  this  reference. 

Art icie 12 

This Directive  is addressed  to the Member  States. 

Done at 

ANNEX 1 

Technical  specifications roforrod  to  in Articlo_4 

Areas  covered 

COMMUNICATIONS  SYSTEMS 

flight  plan  related  data  exchange  (message  format) 

radar  data  exchange  (ASTERIX  message  format) 

telephone  systems  for ATS 

On-Line  Data  Interchange  (OLDI) 

automated  SSR  code  assignment  systems 

NAVIGATION  SYSTEMS 

RNAV 

radar  separation 

Short-Term  Conflict  Alert  (STCA) 

airspace  delegation 

SURVEILLANCE  SYSTEMS 

surveillance  specifications 

shared  use of  radar  facilities 

ANNEX  2 

The  text of  this Annex  will  be communicated  at  a  later  date  and will  be 

based  on  information  sent  in by  the Member  States  before  this  Directive  is 

forwarded  to the Council. 

STATEMENT OF EFFECT 

EFFECT OF PROPOSAL ON UNDERTAKINGS,  PARTICULARLY 

SMALL AND MEDIUM-SI ZED BUSINESSES  (SMEu) 

Title of proposal:  Proposal  for a Council Directive on the definition and 

use of compatible technical and operating specifications for the 

procurement of air traffic management equipment and systems 

Reference number of document: 

Proposal 

1. Keeping in mind the principle of subsidiarity, why  is Community 

legislation required and what are the main aims? 

ATC/ATM equipment must be standardised  if a uniform  network  is to be 

established. 

Effect^ on businesses 

2. Who will be affected? 

- what types of businesses: 

Systems and equipment makers  (radar/telecommunications) 

-  what size of business  (i.e. small or medium): 

Medium-sized 

- is this type of business concentrated  in any particular geographical 

area of the Community: 

No 

3. What steps will the businesses have to take to comply with the proposal? 

Adopt the standards covered by the Directive. 

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ISSN 0254-1475 

COM (92) 342 final 

DOCUMENTS 

EN 

07 

Catalogue number : CB-CO-92-373-EN-C 

ISBN 92-77-47106-9 

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