Communication from the Commission to the Council, the European Parliament, the European Economic and Social Committee and the Committee of the Regions - an action plan for airport capacity, efficiency and safety in Europe {SEC(2006) 1686} {SEC(2006) 1687}
Date: 2007-01-24
Institutions: European Commission
Subjects: air safety, air transport, airport, management, transport infrastructure

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 24.1.2007 
COM(2006) 819 final 

COMMUNICATION FROM THE COMMISSION TO THE COUNCIL, THE 
EUROPEAN PARLIAMENT, THE EUROPEAN ECONOMIC AND SOCIAL 
COMMITTEE AND THE COMMITTEE OF THE REGIONS 

An action plan for airport capacity, efficiency and safety in Europe 

{SEC(2006) 1686} 
{SEC(2006) 1687} 

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COMMUNICATION FROM THE COMMISSION TO THE COUNCIL, THE 
EUROPEAN PARLIAMENT, THE EUROPEAN ECONOMIC AND SOCIAL 
COMMITTEE AND THE COMMITTEE OF THE REGIONS 

An action plan for airport capacity, efficiency and safety in Europe 

(1) 

The liberalisation of the European air transport sector is a major success: air traffic in 
Europe  has  tripled  between  1980  and  2000.  Between  1992  and  2005  the  number  of 
intra-EU routes has increased by 150%. European citizens can now enjoy a diversified 
range of air services at an affordable price. 

Concrete measures have been taken by the European Community in order to sustain 
this growth whilst maintaining a high level of safety and efficiency: 

•  The  European  Aviation  Safety  Agency  (EASA)  was  created  in  2002  in  order  to 

rationalise European activities in the field of air worthiness; 

•  The  Single  European  Sky  legislative  package  adopted  in  2004  aims  at 
comprehensively reforming of the Air Traffic Management sector, with a view to 
increasing the safety and efficiency of the European sky. 

(2) 

If  demand  for  air  traffic  continues  in  line  with  current  trends,  it  will  double  in  20 
years. This will clearly have serious environmental implications. The Commission is 
addressing  this  issue  with  a  series  of  initiatives  aimed  at  internalising  the  external 
costs  of  transport  and  at  reducing  the  air  transport  contribution  to  the  greenhouse 
effect.  

The mid-term review of the Commission's 2001 Transport White Paper1 recognises 
that measures are needed to reduce the negative environmental effects caused by the 
rapid growth of traffic. The aim of this document is to optimise the use of existing 
infrastructure, promote the use of technological developments, to improve safety and 
efficiency, and to improve the planning framework of new infrastructure when it is 
needed. 

(3) 

(4) 

In a modern society connectivity is the basis for economic competitiveness, social and 
regional cohesion and cultural development. Consequently, not only do the economic 
and commercial needs of globalisation drive the growing demand for air transport, but 
the demand for air travel is also boosted by evolving societal and cultural needs.  

After  liberalising  the  air  transport  market  by  the  creation  of  the  internal  market  and 
addressing the "saturation of the skies" through the Single European Sky initiative, the 
Commission  will  now  focus  on  airports.  Capacity  will  not  be  able  to  match  demand 
and  risks  becoming  the  most  constraining  factor  on  air  transport.  The  knock-on 
network effects of this weakest link threatens the efficiency of the whole air transport 
chain. Since air transport is seen as a 'motor'  for  economic  growth,  this  in  turn  risks 
undermining the overall competitiveness of the European economy. 

1 

COM(2006) 314. 

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(5) 

Airports  are  of  significant  economic  importance,  both  on  a  local  and  global  scale. 
While the operators of Europe’s airports directly employ some 120 000 staff to serve 
580 million passengers per year, the total on-site employment of airline, maintenance, 
catering,  retailing  and  air  traffic  control  company's  amount  to  some  1.1 million 
workers. 

The airport sector directly creates on average 925 jobs per million workload units2. 
Proximity  to  a  major  airport  is  for  31%  of  companies  a  key  location  factor  for 
manufacturing plants. For banking and insurance services, air transport makes up to 
50% of total transport demand3.  

An efficient air transport industry therefore contributes to the objectives laid down in 
the Lisbon agenda. 

1. 

(6) 

(7) 

(8) 

THE EXPECTED “CAPACITY CRUNCH” 

Airport  capacity  is  a  function  of  both  runway  and  ground  infrastructure.  The 
runway capacity corresponds to the maximum number of aircraft landing and/or taking 
off, taking into account physical constraints which have an impact on safety like wake 
turbulences  vortices.  The  ground  infrastructure  capacity  corresponds  to  the  physical 
lay out of the terminals (parking spaces and boarding gates, etc.) and the efficiency of 
their management. 

Given the expected traffic evolution, Europe will face an ever growing gap4 between 
capacity and demand. This is referred to as the “capacity crunch”. If current capacity 
levels are not drastically increased, it is estimated that over 60 European airports will 
be heavily congested and the top 20 airports will be saturated at least 8-10 hours per 
day by 2025. 

Such congestion is likely to have a severe impact on airlines' ability to maintain their 
schedules,  especially  at  hub  airports,  and  will  therefore  result  in  a  less  efficient 
European  air  transport  industry.  Congestion  will  also  result  in  environmental  and 
safety  costs,  since  the  density  and  complexity  of  operations  will  reach  an 
unprecedented level. 

The  capacity  crunch  at  airports  poses  a  threat  to  the  safety,  efficiency  and 
competitiveness of all actors involved in the air transport supply chain. 

2 
3 

4 

A workload unit is either a passenger or 0.1 ton of freight. 
Airports  Council  International  and  York  Aviation,  “The  social  and  economic  impact  of  airports  in 
Europe”, 2004. 
Joint ECAC and Eurocontrol Study on Airport Capacity: Challenges to Growth, 14 December 2004, 
published on Eurocontrol’s web-pages under: 
http://www.eurocontrol.int/eatm/gallery/content/public/library/CTG04_report.pdf 

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2. 

(9) 

A STRATEGIC VISION TO DEAL WITH THE CAPACITY CRUNCH 

There is no “golden bullet” solution available for such a complex issue. Beyond the 
multiplicity of actors and the very technical nature of operations, planning horizons in 
the airport sector are also a challenge: 

–  It takes up to 5 to 10 years or more to provide new infrastructure;  
–  1 to 5 years are needed in order to plan and optimise the use of existing runways, 

including the surrounding airspace. 

(10)  Between mid-September 2005 and early 2006 the Commission consulted stakeholders 
to  seek  possible  solutions  to  address  the  airport  capacity  shortfall.  Responses  from 
government  agencies,  airlines,  airport  operators,  pilots,  air  navigation  service 
providers,  experts,  private  citizens  and  environmental  organisations  all  provided 
valuable  input5.  A  main  finding  of  the  consultation  was  that  there  was  a  broad 
consensus as to the existence of the problem and the need to find market-driven 
and  environmentally  sustainable  solutions.  Many  contributors  highlighted  the 
necessity  for  improved  collaboration  and  information  sharing  between  all  actors 
involved in the operational chain at airports. 

(11)  Discussions  on  the  capacity  issue  took  place  during  the  high  level  meetings  of  the 
Directors General of Civil Aviation under the UK Presidency in 2005 and in Salzburg 
under the Austrian Presidency in May 2006. 

(12)  As a result of this consultation, a number of actions are listed:  

–  The  need  for  a  more  efficient  use  of  existing  runways  and  support  for  new 

infrastructure; 

–  An appropriate balance between market-led solutions (market mechanisms for slot 
allocation)  and  regulatory  measures  (Single  European  Sky  and  airport  safety 
oversight) must be sought; 

–  The  European  Community  could  also  support  the  airport  sector  through  its 
financial instruments: TEN-T, European Cohesion Policy's programmes through 
European  Regional  Development  and  the  Cohesion  Funds  (according  to  the 
Community  Strategic  Guidelines  for  Cohesion  and  the  priorities  defined  in  each 
programme),  or  through  initiatives  such  as  SESAR  (Single  European  Sky  ATM 
Research); 

–  In order to promote safety binding Community rules are needed in particular on 
the safety for the aerodrome air side, including not only the infrastructure, but also 
operations and management;  

–  Aviation  security  must  be  a  paramount  consideration  when  seeking  to  increase 

airport capacity; 

5 

Consultation paper and reactions are available on following address: 
http://europa.eu.int/comm/transport/air/consultation/2005_11_30_en.htm 

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–  Regional airports are important to the development of an integrated European air 
transport network. In this respect, it would be desirable to unlock existing latent 
capacity  at  regional  airports  provided  that  Member  States  respect  Community 
legal instruments relating to state aids6. Global Navigation Satellite Systems could 
play a significant role for increasing capacity and flexibility of operations at those 
airports without increasing the cost of local infrastructure. Member States should 
endeavour to improve the accessibility of such airports by rail and road to allow 
them to act as reliever airports. 

Given these elements, the Commission will develop five key actions:  

–  Make better use of existing airport capacity; 

–  A consistent approach to air safety operations at aerodromes;  

–  Promote “co-modality”, the integration and collaboration of the transport modes; 

–  Improve  the  environmental  capacity  of  airports  and  the  planning  framework  for 

new airport infrastructure; 

–  Develop and implement cost efficient technological solutions. 

The stakeholder consultation confirmed the urgent need for co-ordinated action. This 
paper proposes a list of concrete actions which could be best taken at EU level. The 
European Commission shall monitor progress made by setting up an observatory. 

3. 

MAKE BETTER USE OF EXISTING AIRPORT CAPACITY 

3.1. 

Capacity assessment and medium term planning methodologies  

(13)  Capacity  assessment  should  be  based  on  an  accurate  inventory  of  the  existing  and 
planned airport throughput. At present, such a Europe-wide inventory does not exist. 
Moreover,  airports  are  using  different  methods  and  taxonomies  to  assess  their 
capacity. This makes comparison and benchmarking difficult.  

Eurocontrol,  the  European  Organisation  for  the  Safety  of  Air  Navigation,  supports 
the Commission in the implementation of the Single European Sky by undertaking a 
series of technical activities in order to prepare draft implementing rules that can be 
used  as  a  basis  for  a  Commission  proposal  to  be  adopted  under  the  comitology 
procedure. 

The Commission proposes to use these working arrangements in order to develop an 
implementing  rule  on  common  definitions  and  common  analytical  tools  for 
aerodrome capacity assessment as well as procedures for the involvement of airport 
operators in medium term capacity planning. 

6 

Articles 87-89 of the EC Treaties and the Community guidelines on financing of airports and start-up 
aid to airlines departing from regional airports - OJ C 312, 9.12.2005 

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(14)  Eurocontrol  has  developed  a  systematic  and  well-functioning  process  for  air  traffic 
management  capacity  planning  at  a  European  level.  The  Commission  proposes  to 
extend  this  exercise  to  airport  capacity  planning,  which  would  enable  the  sector  to 
have a global view on airport capacity issues in Europe. The Commission will invite 
Member States, relevant authorities and stakeholders to form an observatory on airport 
capacity  which  will  supervise  this  planning  process.  The  observatory  which  could 
start working in 2007 would be a forum to exchange and monitor data and information 
on  airport  capacity  in  order  to  establish  a  pan-European  vantage  point  on  this 
important matter. 

The Commission will issue a mandate to Eurocontrol to develop harmonized airport 
capacity and assessment methodology tools in early 2007.  

The  observatory  on  airport  medium  term  capacity  planning  under  the  aegis  of  the 
Commission  will  use  the  EU-wide  capacity  assessment  inventory  to  improve 
awareness  and  information  on  regional  capacity  needs  and  will  deliver  an  annual 
report to that effect. 

3.2. 

Airport slots and flight plans 

(15) 

In Europe, aircraft operators are required to submit a flight plan at least one hour prior 
to  the  flight  departure.  They  receive  in  return  an  Air  Traffic  Flow  Management 
(ATFM) slot, which corresponds to the time at which the aircraft can take off without 
creating an overflow in the air traffic management system. ATFM slots are typically 
issued  when  there  is  a  lack  of  intrinsic  capacity,  in  air  traffic  control  centres  or 
airports7,  or  when  there  is  an  unexpected  constraint  on  capacity  (such  as  fog, 
thunderstorms, technical systems failure, etc.). 

In practice, verification of flight plans against airport slots does not take place in a 
systematic manner, leading to interferences in the optimal use of airport slots. A side 
effect is that aircraft occupy taxi and runway capacity longer than necessary, thereby 
having an adverse effect on the environment.  

Eurocontrol  received  in  2005  a  mandate  to  develop  in  close  co-operation  with  the 
Commission implementing rules on ATFM8. The draft implementing rule is expected 
to  be  presented  to  the  Single  European  Sky  comitology  committee  during  the 
beginning of 2007. 

(16) 

If necessary, Article 14 of the slot Regulation9 could be modified in such a way that 
the  competent  air  traffic  management  authorities  are  compelled  to  reject  an  aircraft 
operator’s flight plan whenever an air carrier does not hold the required airport slots. 

(17) 

In accordance with the Single European Sky framework Regulation10, Eurocontrol has 
also been requested to provide technical assistance to the Commission in preparing a 

7 
8 
9 

10 

50% of ATFM delays in Europe are due to airports. 
Article 9 of the Airspace Regulation: Regulation (EC) No 551/2004 of 31.3.2004. 
Council Regulation (EEC) No 95/93 of 18 January 1993 on common rules for the allocation of slots at 
Community airports, as amended by Regulation (EC) 793/2004 of 21 April 2004. 
Article  12(2)  of  Regulation  (EC)  549/2004  of  10  March  2004  laying  down  the  framework  for  the 
creation of the single European sky. 

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progress report by 20 April 2007, to the Council and the European Parliament on the 
implementation of the SES legislation.  

In  close  co-operation  with  the  Commission,  the  mandate  given  to  Eurocontrol  on 
ATFM  measures  will  propose  solutions  to  ensure  consistency  between  airport  slots 
and  flight  plans,  and  will  recommend  any  required  amendments  to  relevant 
legislation.  The  draft  AFTM  implementing  rule  will  be  submitted  to  the  Single 
European  Sky  comitology  committee  for  its  opinion.  The  Commission  will  also 
evaluate  the  findings  and  potential  impact  of  the  2007  Single  European  Sky 
implementation report on airport operations. 

3.3. 

Increasing  predictability  and  reducing  airport  delays  via  Collaborative 
Decision-Making (CDM) 

(18)  Predictability  is  of  major  importance  for  airlines  and  airports  in  their  operations 
management. For example, airlines build into their schedule a “buffer” which allows 
for  an  absorption  of  unexpected  delays  in  arriving  or  departing  aircraft.  Cutting  five 
minutes off this buffer would be worth around € 1 000 million in better use of airline 
and airport resources. 

(19) 

In  addition  “airlines,  airports,  air  traffic  control  and  the  ATFM  community  need  to 
move  from  an  “insular  perspective”  to  a  more  general  focus  on  overall  air  transport 
performance”11. Enhanced decision-making capabilities through information sharing 
amongst  all  airport  partners  bring  many  quantitative  and  qualitative  benefits  to  the 
operation of not only individual airports but more importantly for the airport network. 
This  inclusive  information  sharing  process  in  an  institutionalised  form  is  called 
Collaborative Decision-Making (CDM). Airport collaborative decision-making would 
decrease knock-on delays at the network level and improve recovery from weather or 
other disturbing occurrences leading to airport capacity wastage. 

(20)  The  Commission  believes  that  airport  collaborative  decision-making  can  bring 
substantial benefits to the operation of the airport network as a whole if a critical mass 
of partners participates. It is also considered that the increased operational efficiencies 
would also result in obtaining welcomed environmental benefits. 

The  Commission  proposes 
to  develop 
to  give  a  mandate 
implementing  rules  for  the  introduction  of  Airport-CDM  at  European  airports  in 
2008. 

to  Eurocontrol 

4. 

A CONSISTENT APPROACH TO AIR SAFETY OPERATIONS AT AIRPORTS  

4.1. 

Extension of the responsibilities of EASA to aerodrome safety regulation 

(21) 

Intensive  aerodrome  use  and  higher  traffic  volumes  require  improved  safety  levels. 
Aerodromes have been the least safety regulated link in the aviation chain. Voluntary 

11 

Report  on  Punctuality  Drivers  at  Major  European  Airports,  page  48,  prepared  by  the  Performance 
Review Unit – May 2005. 

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efforts  by  the  group  of  aerodrome  safety  regulators12  have  produced  remarkable 
results. However, common binding rules are needed in order to provide uniform levels 
of  aviation  safety  to  the  European  citizens,  as  advocated  in  the  new  ICAO 
requirements on aerodrome safety. Moreover, since Member States do not uniformly 
implement  the  ICAO  provisions,  there  is  no  level  playing  field  among  airport 
operators13, and it forces companies operating aerodromes in different Member States 
to apply a disparate set of national or even local safety Regulations. 

(22)  As  announced,  the  Commission  will  therefore  adopt  a  legislative  proposal  to  extend 
EASA’s  role  to  the  safety  of  aerodromes14.  A  preliminary  impact  assessment  for  an 
“Extended EASA” was carried out in 2005. During 2006 EASA itself will develop its 
opinion  on  the  matter,  having  consulted  in  detail  the  stakeholders  through  their 
“Notice of Proposed Amendment” (NPA) procedure. 

A legislative proposal on the matter is planned to be adopted by the Commission in 
early 2008. 

4.2. 

Exploiting  Global  Navigation  Satellite  Systems  (GNSS)  for  enhanced  safety  at 
airports 

(23)  The  EU  has  long  invested  in  the  development  of  satellite  based  navigation.  Despite 
ICAO  recommendations  and  the  availability  of  certified  airborne  avionics,  those 
systems  are  not  widely  exploited  today.  From  a  safety  point  of  view,  GNSS  could 
offer  one  more  source  of  position  information.  GNSS  contributes  to  preventing 
“Controlled  Flight  into  Terrain”,  which  is  still  the  most  significant  cause  of  fatal 
accidents, especially for the least sophisticated aircraft. GNSS could also allow more 
flexibility for approach and departure route design in order to avoid obstacles, reduce 
noise impact or allow safe operations of more closely spaced airports or runways. 

The Commission will enable the certification of the EGNOS/Galileo signal in space, 
while  including  GNSS  exploitation  in  the  European  Radio-Navigation  Plan.  A 
comprehensive inclusion of GNSS into ATM operational processes is expected from 
the SESAR programme which will provide benefits for the 'gate to gate' network. 

5. 

PROMOTE CO-MODALITY OF TRANSPORT MODES 

5.1. 

Improve airport access and co-modality 

(24)  Air  and  rail  transport  should  become  more  complementary.  At  least  three  interfaces 
between air and rail exist that each brings specific benefits to the society as a whole, 
and will also derive a positive impact on the environment : 

12 
13 

14 

The GASR was established in 1996 and counts today 27 European States. 
Annex 14, chapter 1, section 1.3 and the Manual on Certification of Aerodromes (Doc 9774 of October 
2001). 
Communication on extending the tasks of the European Aviation Safety Agency An agenda for 2010 - 
COM(2005) 578, 15.11.2005. 

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–  Links  to  the  city  with  the  benefits  of  decongestion  of  road  traffic  and  better  air 

quality around airports; 

–  Links to the region with the same benefits as above and the additional benefit of 

expansion of the airport’s catchment area; 

–  Link between the airport and major metropolitan areas through High Speed Rail 
with the same benefits as above and additional potential for short haul slots to be 
freed for long-haul flights, which for airports and air carriers represent higher slot 
productivity. 

Conventional  rail  can  play  an  important  role  and  its  development  to  connect 
secondary  and  regional  airports  should  be  encouraged  through  Member  States  and 
Community funding. 

Stockholm  Arlanda  Airport  (about  17  million  passengers  per  year)  has  three 
underground rail stations. One is for long haul rail services and the other two situated 
at  the  two  extremities  of  the  airport  are  used  by  the  Arlanda  Express  fast  train. 
Arlanda  Express  connects  the  airport  to  the  city  4-6  times  an  hour  and  covers  the 
45km  trip  in  20  minutes  at  speeds  of  up  to  200km/h.  If  for  any  reason  the  train  is 
more that two minutes late, passengers can ask for a full refund of the ticket. 

(25)  There  is  a  need  for  efficient  co-modal  infrastructures  and  the  improvement  of  the 
modal  split  for  airport  access.  The  Commission  will  give  further  attention  and 
resources  to  the  promotion  and  funding  of  inter-modal  infrastructures.  Such  projects 
can  be  promoted  through  European  Cohesion  Policy  and  continue  to  be  eligible  for 
financing under the European Regional Development and Cohesion Funds. 

Funding  from  the  TEN-T  and  from  the  European  Regional  Development  and 
Cohesion Funds for co-modality projects is still available for the period 2007-2013. 
The  Commission  also  invites  Member  States  to  support  the  development  of  inter-
modal inter-changes at airports (rail links to and railway stations at airports), which 
promote efficiency of both rail and air transport. 

5.2. 

Air/Rail Inter-modality 

(26)  The principal drivers for passengers when choosing a mode of transport are relatively 
stable  and  consistently  important  across  Europe.  Passengers  will  choose  rail  options 
when  the  time,  fare,  frequency,  access  etc.  offer  them  an  advantage,  and  choose  air 
when that mode offers an advantage. Inter-modal development should therefore seek 
to  work  with  and  support  passenger  market  choices.  Factors  such  as  information, 
ticketing,  languages,  service  integration  and  other  issues  do  play  a  part  in  further 
optimising the service. 

The  main  reason  to  encourage  rail  as  a  complement  for  air  should  concentrate  on 
improving  the  attraction  of  the  rail  product.  This  will  encourage  passengers  to  test 
the  rail  option  for  both  point  to  point  and  transfer  journeys.  Given  an  increase  in 
demand, many of the secondary issues will be resolved with further co-operation by 
operators and customer feedback. Air/Rail inter-modality cannot be considered as a 
primary  way  to  decongest  airports  because  in  general  the  decongesting  effect 
amounts to one or two years of air traffic growth. However, it is useful for achieving 

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a  greater  efficiency  of  the  transport  system  and  of  airports  in  particular.  Moreover, 
the environmental burden on airports will be reduced. A conclusion of the Rail/Air 
Inter-modality Facilitation Forum that took place between September 2003 and June 
2004 was that the absence of integrated air-rail tickets was seen as an obstacle to the 
further  development  of  Air/Rail  inter-modality  in  terms  of  services  and  passenger 
interest. 

The Commission intends to encourage integrated air-rail ticketing and will publish a 
consultation paper on the issue in early 2007. 

6. 

NEW AIRPORT INFRASTRUCTURE NEEDS CAREFUL CONSIDERATION  

6.1. 

Improve the environmental capacity of airports (noise) 

(27)  Sensitivity  to  aircraft  noise  is  a  major  constraint  to  airport  development.  The  total 
phase out of the noisiest older aircraft (the so-called Chapter 2 aircraft) from 1 April 
2002  onwards  represented  a  leap  forward  for  the  improvement  of  the  noise  climate 
around  airports.  However,  in  light  of  the  expected  growth  of  aviation  activities  this 
improvement may soon be eroded, Directive 2002/30/EC on noise restrictions makes it 
possible  to  phase  out  the  noisiest  "Chapter  3"  aircraft,  subject  to  a  number  of 
conditions which aim at the implementation of the so-called “balanced approach”. 

– 

The  Balanced  Approach  to  Noise,  agreed  at  the  2001  ICAO  Assembly, 
provides  ICAO  Contracting  States  with  an  international  approach  to  address 
aircraft noise problems at individual airports in an environmentally responsive 
and economically responsible way. It encompasses four principal elements:  

– 

– 

– 

– 

Reduction of noise at source; 

Land-use planning and management; 

Noise abatement operational procedures; 

Noise operating restrictions on aircraft. 

– 

– 

Noise operating  restrictions on aircraft should not be applied as a first resort, 
but only  after  consideration of  the  benefits to be gained from other elements. 
The  Balanced  Approach  provides  a  framework  for  assessing,  consulting  and 
taking decisions which takes into account the views of all stakeholders. 

The  principles  of  the  Balanced  Approach  to  Noise  have  been  incorporated  in 
Community law15.  

A study was launched in 2006 to examine the implementation of the Directive and to 
analyse  the  changes  that  took  place  with  regard  to  the  noise  levels  at  Community 
Airports since its entry into force. 

15 

These  principles  are  enshrined  in  Directive  2002/30/EC  on  the  establishment  of  rules  and  procedures 
with regard to the introduction of noise-related operating restrictions at Community airports (OJ L 85, 
28.3.2002, p. 40). 

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When considering the balanced approach to noise, Member States should also have 
due  regard  to  the  provisions  of  the  Ambient  Noise  Directive  (2002/49/EC)  which 
will be reviewed in 2009. 

In  2007  a  report  on  the  implementation  of  the  Directive  will  be  prepared  and  the 
Commission will decide whether a proposal for amending the Directive is required. 

6.2. 

Improve the planning framework for new airport infrastructure 

(28)  There  is  considerable  room  for  improvement  in  the  land-use  planning  and 

management in the EU: 

–  only a minority of Member States provide planning authorities and the public with 
airport plans containing information on long range projections concerning airport 
infrastructure,  including  areas  affected  by  obstacle  limitation  and  high  noise 
levels; 

–  only half of Member States integrate all the information on airports and the impact 

of their operations on the surrounding area; 

–  publishing  both  long  term  airport  plans  and  land-use  plans  as  standard  practice, 
would improve the accessibility and quality of information available to the public 
and would help to ensure that the public is properly informed. 

(29)  Good land-use policies must also be viewed in the context of the balanced approach 
to  noise  and  the  possibilities  offered  by  GNSS.  Arrangements  in  place  should  be 
reviewed  with  the  aim  of  ensuring  that  competent  authorities  are  in  receipt  of  long 
term airport plans and that such information is adequately co-ordinated with land-use 
planning. 

(30)  With a view to promoting an efficient air transport system, information obtained from 
capacity calculation as well as land-use planning shall be taken into account when co-
ordinating and assessing the regional or network capacity needs as a whole. 

(31)  A  simplification  and  acceleration  of  planning  procedures  requires  co-operation 
amongst  Member  States  and  co-ordination  between  Member  States  and  the 
Commission, in particular where projects of common European interest are concerned. 
Whilst  maintaining  the  relevant  standards  and  compliance  with  the  relevant 
environmental legislation, including Environmental Impact Assessment and Strategic 
Environmental  Assessment  Guidelines,  a  time  span  of  five  years  for  planning, 
approval and construction should be targeted. 

The Commission, together with experts from Member States and stakeholders, will 
seek to simplify procedures as well as develop a recommendation on best practice 
guidelines  to  promote  improved  co-ordination  of  airport  plans  and  wider  land-use 
plans. 

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7. 

DEVELOP AND IMPLEMENT NEW TECHNOLOGIES  

(32)  The Commission through its Research Framework Programmes has funded a number 
of projects dealing with Advanced-Surface Movement Guidance and Control Systems. 
These  technologies  have  now  reached  a  sufficient  level  of  maturity.  In  addition,  the 
programme has attained a global recognition and harmonisation through ICAO. 

(33) 

In particular, the surveillance and control part of the A-SMGCS concept can be very 
effective  in  all  weather  conditions  to  ensure  the  highest  level  of  safety  whilst 
supporting a continuous growth of aircraft movements. 

A-SMGCS  or  Advanced-Surface  Movement  Guidance  and  Control  Systems  is  a 
system  providing  routing,  guidance  and  surveillance  for  the  control  of  aircraft  and 
vehicles in order to maintain the declared surface movement rate under all weather 
conditions  within  the  aerodrome  visibility  operational  level  whilst  maintaining  the 
required level of safety. 

The  surveillance  and  control  functions  have  been  tested  and  exploited  to  such  an 
extent that the performance requirements are mature to be used as guidelines for the 
implementation of these two functions of an A-SMGCS system. 

(34)  The  SESAR  programme  will  develop  new  technologies  aiming  at  further  increasing 

the safety and efficiency of airport operations. In particular: 

–  New  wake  vortex  prediction  and  detection  devices  will  enable  to  safely  reduce 

separation minima between aircraft; 

–  New sensors will enable remote tower operations; 

–  New generations of airports airside management tools will enable the optimisation 

of ground movements. 

(35)  The development of a System Wide Information Management system will produce an 
air  transport  wide  CDM,  is  expected  to  further  increase  the  predictability  and 
efficiency of aircraft and airport operations. Such increased operational efficiency will 
also result in obtaining environmental benefits. 

(36)  Technologies  such  as  Radio  Frequency  Identification  Devices  (RFID)  that  raise  the 
internal  logistical  efficiency  of  airports  could  also  contribute  to  overcoming 
congestion. At congested airports any departure delays can have serious consequences 
on slot and flight planning.  

New  technologies  such  as  radio  tagging  of  boarding  cards  and  baggage  could 
significantly  reduce  the  10%  of  aircraft  delays  attributable  to  passengers  not 
presenting  themselves  for  boarding16.  The  system  would  enable  passengers  to  be 
located  or  if  necessary  have  their  hold  baggage  identified  and  removed  more 
efficiently.  

16 

See for example the EU funded OpTag Project http://www.optagconsortium.com/presentation1.htm 

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However, such technologies would only be fully effective if common interoperability 
standards on Radio Tags, as well as a common legal framework for the protection of 
passenger information17 are achieved at international level. 

Mature technologies such as A-SMGCS surveillance and control functions should be 
implemented  throughout  European  airports.  The  SESAR  programme  will  further 
develop new tools and systems that will significantly increase airport capacity. 

8. 

CONCLUSION 

(37)  The  Commission  is  prepared  to  take  up  the  challenge  of  the  expected  “capacity 
crunch”. Following intense consultation an action plan is proposed in this paper. This 
action  plan  (detailed  in  the  annex)  has  been  designed  to  strike  a  balance  between 
legislative  proposals,  financial  support  and  the  promotion  of  more  co-ordinated 
planning. 

(38)  All  actors  should  collaborate  to  meet  the  challenge  to  further  build  a  more  efficient, 
safe and environmentally sound air transport system in Europe that complies with the 
ambitious goals of the Lisbon strategy. 

17 

These  factors  are  subject  will  be  addressed  in  the  follow  up  to  the  European  Commission's  public 
consultation on Radio Frequency Identification Devices www.rfidconsultation.eu 

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ANNEX  

The  Commission  will  issue  a  mandate  to 
Eurocontrol  to  develop  harmonized  airport 
capacity and assessment methodology tools. 

An  observatory  on  airport  medium  term 
capacity  planning  under  the  aegis  of  the 
Commission  will  improve  awareness  and 
information  on  regional  capacity  needs  by 
delivering an annual report. 

The mandate given to Eurocontrol on ATFM 
measures  will  propose  solutions  to  ensure 
consistency  between  airport  slots  and  flight 
plans,  with  the  required  modifications  of 
relevant legislation. 

A  legislative  proposal  on  the  extension  of 
EASA to airport operations. 

The Commission will enable the certification 
of  the  EGNOS/Galileo  signal  in  space  and 
include  GNSS  exploitation  in  the  European 
Radio-Navigation Plan. 

A  comprehensive  inclusion  of  GNSS  into 
ATM operational processes is expected from 
the SESAR programme. 

from 

Funding 
the  TEN-T,  European 
Cohesion  Policy's  programmes  through  the 
European  Regional  Development  and  the 
Cohesion  Funds  for  eligible  co-modality 
projects. 

to  encourage 
The  Commission 
integrated air-rail ticketing and will publish a 
consultation paper on the subject. 

intends 

Prepare a report on the implementation of the 
Noise  Directive  with  a  view  to  amending 
legislation, if so required. 

Best practice guidelines and simplification of 
procedures  to  be  developed  to  promote  co-
ordination of airport plans. 

Early implementation of mature technologies 
such  as  A-SMGCS  surveillance  and  control 
functions throughout European airports. 

The SESAR programme will further develop 
new  tools  and  systems  that  will  significantly 
increase airport capacity. 

Early 2007 

2007 

Q1 2007 for mandate results – 2008 for 
adaptation of legislation 

Early 2008 

From 2008 

2007 

From 2007 onwards 

Early 2007 

2007 - 2008 

2007 

From 2007 onwards 

2007 - 2013 

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The  Commission  will  also  consider 
the 
findings  and  potential  impact  of  the  2007 
implementation  of  the  Single  European  Sky 
report on airport operations. 

The  Commission  will  issue  a  mandate  to 
Eurocontrol  to  develop  implementing  rules 
on 
introduction  of  Airport-CDM  at 
European airports. 

the 

From mid 2007 onwards 

2008 

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