February 2015 EUROCONTROL Maastricht Upper Area Control Centre For several years running, MUAC’s performance has been acknowledged as best in class in independent benchmarks For more than 40 years, EUROCONTROL’s Maastricht Upper Area Control Centre (MUAC) has enjoyed a leading position in the core area of Europe thanks to its provision of seamless air navigation services to the upper airspace of Belgium, north-west Germany, Luxembourg and the Netherlands. In order to maintain this position, it continuously strives to deliver safe, efficient and cost-effective cross-border air navigation services in a dynamic air transport marketplace. Not only is it a leading provider of air navigation services, it is also Europe’s first multinational, cross-border air navigation service provider. Today, such large-scale international airspace is still unique in Europe. MUAC has played a pivotal role in integrating European airspace on a functional basis, driven not by national boundaries, but by the operational requirements of international traffic flows. MUAC Airspace The MUAC airspace covers 260,000 km2 over Belgium, Luxembourg, the Netherlands and north-west Germany. With more than 100 major customers, MUAC’s share of air traffic represents 17% of all flights across the European region. 1 More than 1.6 million flights pass Fast facts through MUAC’s airspace each year, Total flights per annum: 1.6 million making it the third busiest air traffic All time peak day: 5,272 (June 2014) control facility in Europe in terms of Flights on time 2013: 98.9 % traffic volume. Average delay 2013: 0.17 min / flight Cross-border sectors Three main sector groups: the Brussels, Hannover and DECO Sector Groups, cover the Brussels Upper Information Region (UIR), the Hannover Upper Information Region (UIR) and the Amsterdam Flight Information Region (FIR) from flight level 245 to flight level 660. The lower airspace is managed by the national air traffic control agencies Belgocontrol, Luchtverkeersleiding Nederland (LVNL) and Deutsche Flugsicherung (DFS) respectively. The sectors have been designed for maximum efficiency and transcend national borders. FACT Sheet February 2015 2 EUROCONTROL Environment Just as aircraft manufacturers and operators are making considerable advances in reducing their environmental impact, the air traffic management sector is also introducing new concepts and procedures to improve its own environmental credentials. At MUAC, the implementation of Free Route Airspace allows airline operators to fly direct routes thus reducing fuel carriage, engine running time and gas emissions and vastly improving flight efficiency. Other initiatives such as Arrival Management and the use of direct routes at tactical level also contribute to alleviate the environmental footprint of aviation. In 2013, the total route extension improvement in the MUAC airspace was 3.6%, equating to over 7 million NM. This resulted in 42,000 t of fuel and therefore 140,000 t of CO2 saved. Safety A number of Key Performance Indicators (KPIs) are used to measure safety performance. Additionally, in order to ensure continuous safety improvement, the annual safety KPI is revised each year on the basis of the performance of the preceding five years. infringements in which a MUAC contribution was found, either direct or shared. Since its first mention in Commission Regulation 681/2010, MUAC has worked hard to bring a Just Culture to its work environment. In order to further this concept, a project has been launched to implement Just Culture principles in the day-to-day working environment. In 2014, a year in which more than 1.6 million flights were handled, there were no severity A (serious) separation infringement and 2 severity B (major) separation Total employees Figures are on 1 January 2014 642 employees, of which: Total employees management & support air traffic controllers Figures are on 1 January 2015 618 employees, of which: engineers 304 are air traffic controllers 104 are other operational staff 151 are engineers and 59 are members of management and support staff 350 300 250 200 150 100 50 3 0 other operational staff Minutes delay Movements 3,000,000 1,600,000 2,500,000 1,500,000 1,450,200 1,535,737 1,609,749 1,608,454 1,484,804 1,522,410 1,607,817 1,605,505 1,631,895 1,671,353 2,000,000 1,400,000 1,500,000 1,300,000 174,386 446,585 968,720 778,238 74,211 73,136 62,886 59,006 116,872 277,798 1,000,000 1,200,000 500,000 1,100,000 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Traffic and delay trend 2005 - 2014 Punctuality ser IR ls U sse 95 Bru 05,4 ts ni 1,6 eu vic 4% FIR m 2 a 98.9% of the flights using MUAC’s services currently travel ewithout any air traffic control related rd 74 st 00, nits m 9 delay. The average delay per flight is 0.17 minutes. Since 2005, overall traffic has grown by , A 1 ce u % i v 1 r . 3.6% in real terms (€ 2014). 15%, whilst the total economic cost per flight-hour decreased se 30by 25. 2013 Cost- effectiveness Controller productivity In May 2014, the ATM Cost-Effectiveness (ACE) 2012 Benchmarking Report was released once again confirming MUAC’s ranking among the top-performing ANSPs in Europe. The economic gate-to-gate cost-effectiveness indicator for MUAC amounted to €261 (2012) per composite flight-hour while the European system average stood at €492, ranging from €163-€771. High levels of performance are predominantly driven by high air traffic controller productivity, cutting-edge technology as well as efficient management of resources and operational procedures. With 1.94 composite flight-hours per air traffic controller annhighest hour, MUAC has Hthe over U levels of air traffic controller IR 2,816,3 productivity in Europe. The 48 productivity of an air navigation service service provider is a keyuparameter which contributes directnits 4 4 .5 % ly to its overall performance. In spite of high traffic density and airspace complexity MUAC has the highest controller productivity of all European air navigation service providers. Service units in 2013 Productivity improvements can be achieved by optimising Breakdown of service units in the Amsterdam air traffic management and human resources and by using FIR, the Brussels UIR and the Hannover UIR advanced technology to support these processes. FACT Sheet February 2015 respectively. Service units increased by 4.1% over 2012. 4 EUROCONTROL Civil/ military partnership By co-locating a Deutsche Flugsicherung (DFS) unit (Lippe Radar) which controls military operations over north-west Germany on MUAC’s premises, the States have ensured the highest levels of cooperation and coordination between civil and military air traffic. In addition, there is an automatic exchange of flight plan and radar data between MUAC and Belgium’s Belga Radar Air Traffic Control Centre at Semmerzake and, to further improve safety and efficiency, the MUAC air traffic control system has been deployed across the different Royal Netherlands Air Force sites. The Shared ATS System (SAS) aims to ensure that all parties have a clear and up-to-date picture of the air situation in the Netherlands, and that synergies are exploited to the maximum extent to improve safety and efficiency. The Shared ATS System marks the first time that an ATC System has been operated by a user at another location. It is the first step towards the concept of ‘data centres’ or ‘virtual centres’. Engaging with the customer In order to assess customer satisfaction and identify areas where service quality can be enhanced on a continuous basis, MUAC engages with aircraft operators at the airspace design, operational and strategic levels. This collaboration involves customers at the beginning of service enhancement projects as well as facilitating the promotion of ATM initiatives which will benefit them. Furthermore regular meetings are held with a selection of key account customers in order to review detailed reports which include the results of wide-ranging analyses of cost-efficiency, delays, direct routes, flight efficiency and new activities. The process of sharing information with aircraft operators is supported by the eurSky collaborative platform which enables operators to share a live desk with MUAC Operations. 5 New technologies for enhanced performance MUAC’s long tradition of being at the forefront of technology has contributed to introducing some of the industry’s most innovative technological solutions. ASM systems as well as more data exchange with Network Manager systems via B2B services. The MUAC Flight Data Processing System harnesses technology to work better and faster. The system is trajectory-based, as opposed to classical route-based systems. Each trajectory is continuously updated ensuring that controllers have the most accurate flight information at all times. Every day, MUAC uses Controller-Pilot Data-Link Communications (CPDLC) to communicate with aircraft. CPDLC is an air/ground data-link application, which enables the exchange of text messages between controllers and pilots. CPDLC offers reduced voice-channel congestion, less chance of misunderstanding, greater efficiency and increased capacity. On top of the clear operational benefits offered each day by CPDLC, the technology also offers great potential for future ground breaking technologies such as 4D operations. The introduction of Enhanced Mode S (EHS) in the MUAC system has offered controllers better situational awareness, the ability to detect level busts early and has freed up additional radio frequency time. Enhanced Mode S consists of the extraction of downlinked aircraft parameters or DAPs (e.g. magnetic heading, airspeed, selected altitude) for use in ground-based air traffic management systems. It is the first stage in making use of air-derived data, presented directly to the controller and/or used in their input-menus for speed, heading, and recently also in MUAC’s Short Term Conflict Alert (STCA). In the area of ATFCM, specifically complexity, workload prediction and traffic management, one of the most promising technical developments is the integrated Flow Management Position (iFMP). Using trajectory predictions from both the Network Manager’s system and the local flight data processing system, the iFMP anticipates the traffic situation according to occupancy and entry rates as well as complexity counts up to 10 hours in advance. It contains a sector optimiser that can identify the best sectorisation whilst investigating alternatives. To maximise efficiency it is fully integrated with the manpower planning tool developed at MUAC - TimeZone. The user-friendly interface offers bar graphs which are fully configurable and integrated with a geographical display of expected traffic flows and flight lists. The tool also displays an overview of the weather situation at major airports and is capable of accessing real-time information (EAUP / EUUP and Regulations) available in the Network Manager’s systems via B2B web services. The iFMP integrates new ideas and concepts being explored under the SESAR programme in the area of Flow and Complexity Management serving as MUAC’s validation platform in these areas. Future developments encompass an integration with the ATC system to feed it with planned sectorisation and STAM requests, a connection to the tactical FACT Sheet February 2015 vDFL increases airspace efficiency In order to more efficiently manage air traffic, a Variable Division Flight Level (vDFL) was introduced in most of the MUAC airspace. This concept allows a flexible distribution of traffic between upper and lower sectors, for example by lowering or raising the division flight level in order to match changing traffic patterns throughout the day. vDFL is the first step towards the introduction of the dynamic sectorisation concept for Single European Sky ATM Research (SESAR). With vDFL it is now possible to tactically and dynamically make the sector size fit with the traffic load predictions – and better distribution of traffic means airlines can be offered the option to fly at their optimum level as less traffic is restricted to a level below the high sectors. 6 EUROCONTROL International cooperation FABEC Functional Airspace Block Europe Central In 2010, Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland signed the FABEC Treaty, which aims to create the Functional Airspace Block Europe Central, with a view to increasing efficiency. This airspace is one of the busiest and most complex in the world. Most major European airports, major civil airways and military training areas are located in this area. Owing to its size and central position in Europe, FABEC is a cornerstone of the Single European Sky. FABEC airspace covers 1.7 million km², equalling 9% of the surface area of the European continent: the FABEC airspace has the dimensions of 960 NM (1,780 km) from north to south and 990 NM (1,835 km) from east to west. The airspace includes around 400 military/special areas, some 370 control sectors and 240 airports equipped for instrument flights. The 14 area control centres (Brussels, Bordeaux, Brest, Marseille, Paris, Reims, Bremen, Munich, Karlsruhe, Langen, Maastricht, Amsterdam, Geneva and Zurich) handle about 5.5 million flights per year – 55% of European air traffic. The six civil FABEC air navigation service providers are: ANA (Luxembourg), Belgocontrol (Belgium), DFS (Germany), DSNA (France), LVNL (Netherlands), MUAC and skyguide (Switzerland). The military air navigation service providers are skyguide (CH); DFS and the German Air Force (D); the Royal Netherlands Air Force (NL); the Belgian Defence (B and LUX) and DIRCAM (FR). For more information, visit www.fabec.eu SESAR- Single European Sky Air Traffic Management Research One of MUAC’s flagship activities is the development and implementation of leading-edge infrastructure and technological solutions to ensure that customers and stakeholders benefit from the highest levels of performance. MUAC’s active involvement in SESAR projects is instrumental in meeting this objective. The focus is in areas where MUAC has know-how and added value; e.g. air/ground interoperability, ground/ground interoperability, flow & complexity management and the integration with AMAN/XMAN. SESAR activities are one of the tracks used to further improve MUAC operational concepts and technical infrastructure through early deployment by using SESAR2020 Very Large scale Demonstrations (VLDs). 7 MUAC management Director General, EUROCONTROL Frank Brenner MUAC Management Board Director Jac Jansen Head of Stakeholder Management Robin Hickson Head of Strategy and Priority To be nominated Head of Performance Management Flemming Nyrup Head of Support and Services Delivery Onno Reitsma Head of Engineering Domain Peter Naets Head of Change Management Bart Vandersmissen Head of Operations Domain Ian Middleton Head of ATM Services Delivery Chris Stadler In line with Single European Sky legislation, MUAC holds the certificate for the provision of air navigation services in the European Community. MUAC also holds ISO 9001:2008 certification for the provision of air traffic services, the procurement and maintenance of technical systems and the provision of professional training. For more information, please contact: Maastricht Upper Area Control Centre Communications Horsterweg 11 6199 AC Maastricht-Airport The Netherlands Tel: +31 43 366 1352 / 1234 [email protected] www.eurocontrol.int/muac © February 2015 - European Organisation for the Safety of Air Navigation (EUROCONTROL) This document is published by EUROCONTROL for information purposes. It may be copied in whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used for commercial purposes (i.e. for financial gain). The information in this document may not be modified without prior written EUROCONTROL permission from EUROCONTROL. www.eurocontrol.int/muac FACT Sheet February 2015 8
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