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Network Management Board

Working Paper

NMB/12/4/11 24.5.12 ITEM 6

ACTION PAPER NM PERFORMANCE PLAN (NMPP) - Submitted by the Network Manager -

EXECUTIVE SUMMARY

A first draft of the Network Manager Performance Plan (NMPP) was presented to NMB/3. Following a period for comments, a revised version has been developed and is now presented to NMB/4. The new version also splits the NMPP into 2 parts: Part 1 responding directly to the requirements and the template on the NMPP

established in annex 5 of the Network Function regulation EC 677/2010; Part 2 covering both the direct contribution of the Network Manager to the network

targets as well as the NM performance objectives supporting the 4 performance areas.

RECOMMENDATIONS

The Network Management Board is invited to:

a. endorse the main performance targets and objectives which NM proposes to deliver for RP1 in support of the overall SES performance framework for 2012-2014;

b. provide any further comments to the Secretary by 29 June 2012;

c. agree that the Network Manager sends this version to the Performance Review Board for review;

d. note that final version of the NMPP will be submitted to NMB/5 as part of the formal NSP approval process.

PART 1: NETWORK MANAGER PERFORMANCE PLAN 2012-2014

24 May 2012 Page 1 of 7 Edition: 0.7 DRAFT

1. INTRODUCTION

Description of the situation (scope of the plan, functions covered, etc.)

The Network Manager (NM) is a key component of the SES together with the performance framework and

FABs. NM is the EC tool to implement SES in a pan-European dimension and deliver performance in

partnership with all operational stakeholders.

The applicable EC regulation is the ATM Network function regulation EC 677/2011 dated 7/07/2011.

EUROCONTROL, through its Directorate Network Management has been designated to execute NM

functions as per scope, role, responsibilities, obligations, working arrangements, oversight arrangements

defined in the regulation.

Without prejudice, and for practical purposes, the network management functions apply to EU Member States,

Eurocontrol States and third parties with bilateral agreements with NM. This definition of the geographical

scope of NM is confirmed in correspondence between EC and Eurocontrol1.

The Network Manager Performance Plan (NMPP), which is required under EC regulation, forms part of the

Network Strategy Plan (NSP), covers Reference Period 1 (2012-14) and addresses the contribution of NM in

the 4 performance areas: safety, capacity, environment/flight efficiency and cost effectiveness. It is the direct

response to NSP objective SO3.

The NMPP is presented in two parts.

Part 1 (this document): presents NM performance in strict compliance to the template of Annex IV of the ATM

Network function regulation EC 677/2011. It focuses on those performance areas for which there are network

targets2 and a clear NM responsibility to contribute. In this respect, the focus is on:

• Environment: NM contribution to reduce average horizontal en route flight efficiency

• Capacity: NM contribution to improve average en route ATFM delay

Part 2: presents NM performance so that stakeholders understand the full value added of NM with respect to

ATM network performance. It focuses on all performance areas and presents the NM approach and targets or

objectives to influence performance in all performance areas.

Description of the macro economic scenario for the reference period including overall assumptions (traffic forecast, etc.)

The general economic outlook for the period 2012-19 is described in the NSP, Section 2.2.1. For the

reference period 2012-14, to which this NMPP refers, the following considerations have been taken into

account.

• Economic trend in RP1 is for low traffic growth – March 2012 forecast for 2012-14 is 3.0%.

• There will be a positive impact on delays since there will be less need for capacity although peak hours

and congested areas of the network will remain.

• Airlines will be even more cost conscious and seek flight efficiencies over capacity.

• There will be pressure for cutting NM costs and less scope for RP2 investments.

1 Nomination of Eurocontrol as Network Manager…, M Baldwin, 15 July 2011 2 Defined in Article 1, Setting European wide performance targets…., 2011/121/EU, 21 Feb 2011



• No impact on safety.

Description of the outcome of the stakeholder consultation to prepare the performance plan (main issues raised by the participants and if possible agreed compromises)

The first draft of the NMPP was presented to the Network Directors Operations Forum, the Network

Management Board and the Performance Review Body in March 2012. Several comments were received.

The more significant covered:

• Format of the plan: a number of stakeholders expected a closer alignment to the template laid out in the

NM IR. Part 1 of the NMPP aligns to the template. Part 2 explains the value added of the NM and its

impact on network performance for all areas.

• Justification of actions and deployment: some stakeholders expected a clearer understanding of how

NM performance improvement was justified and what actions were in place to deliver the performance

and monitor it. Each NM initiative is now, or will be, referenced to actions in the Network Operations

Plan (NOP) or other suitable plans where deployment is detailed.

•

It is expected to be submitted for adoption through the NMB to the SSC in November 2012.

2. PERFORMANCE TARGETS AT NM LEVEL

Performance targets in each of the relevant key performance area, set by reference to each relevant key performance indicator, for the entire reference period, with annual values to be used for monitoring and incentive purposes.

….shall contain an environment performance target that shall be consistent with the EU-wide performance target for the entire reference period, with annual values to be used for monitoring purposes.

….shall contain performance targets for other relevant KPAs consistent with the EU-wide performance targets for the entire reference period, with annual values to be used for monitoring purposes.

…shall contain a description of the actions planned to meet the targets

...shall contain, where necessary or where decided by the Commission, additional KPIs and targets

Description and explanation of the contribution of the impact of the NM performance targets on the European Union-wide performance targets

2.1. Environment

The first NM environment performance target that is consistent with the EU-wide performance target is route

extension due to airspace design. The NM route network design function supports this and NSP objective

SO4 directly.

A number of airspace design initiatives will provide flight efficiency benefits, including:

• The full development and implementation of the 500 airspace change packages included in the ARN

Version 8 of the European Route Network Improvement Plan for the period 2012-2014;



• Further developments of airspace solutions to reduce the impact of the most penalised city pairs in

Europe;

• Further developments of the night route network;

• Free Route airspace expansion;

• Further developments of the CDR network, including CDR harmonisation initiatives.

These initiatives and their expected benefit are detailed in the Network Operations Plan, March 2012 (section

5.1). For example, evaluation of the ARN Version 8 benefits indicates a reduction of the daily route extension

of approximately 40,000 NM/day. There is further information on deployment in the European Route Network

Improvement Plan, April 2012.

The annual target for route extension due to airspace design is shown below. This is the first NM environment

KPI.

Year 2009 baseline 2012 2013 2014

Efficiency target 3.45% 3.0% 2.85% 2.70%

The airspace design initiatives when implemented in 2014 will reduce the difference from the great circle from

an average value of 3.45% in 2009 to 2.80 % by the end of 2014. Further efforts will be required by NM and

ANSPs to further decrease the currently estimated value for 2014 to 2.70%.

The second NM environment performance target that is consistent with the EU-wide performance target is

route extension due to last filed flight plan. The NMOC (ATFM function) supports this and NSP objective

SO5 directly.

A number of initiatives will provide flight efficiency benefits, including:

• Increasing the use of CDRs by 5% per annum in collaboration with airspace users who remain

responsible for flight plan route choices

• Increasing RAD utilisation by reducing route unavailability (restrictions, opening times) by 10% per

annum

These initiatives are outlined in Section 5.2 of the Network Operations Plan and further detail is in Part 2

NMPP.

The annual target for route extension due to last filed flight plan is shown below. This is the second NM

environment KPI.

Year 2009 baseline 2012 2013 2014

Efficiency target 4.90% 4.60% 4.40% 4.15%

This target is more challenging. The close interdependency between capacity and flight efficiency and

operating costs means that it is difficult to predict the evolution of this KPI.

2.2. Capacity

Based on the revised traffic forecasts for RP1 (2012-14), the capacity plans of ANSPs collectively result in an

annual delay/flight forecast below the SES performance target for each of the three years within RP1.

There are risks to this seemingly ideal performance. To manage the risks, NM will proactively monitor (in

quasi real-time) traffic, delay and flight efficiency KPIs and, together with the affected operational

stakeholders, will take timely action and specific targeted measures to correct any negative performance

trend.



The NM capacity performance target that is consistent with the EU-wide performance target is en-route ATFM

delay per fight. The NM ATFM function (and others) supports this directly.

Year 2012 2013 2014

Capacity target

(Enroute ATFM delay / flight)

0.7 mins 0.6 mins 0.5 mins

On the assumption that ANSPs stick to their capacity plans, NM’s first objective is to ensure that the annual

network delay target for each year of RP1 is achieved (see above).

In addition, NM’s second objective is to deliver additional operational benefits. Based on expert judgement

this will be in the region of 10% over and above what ANSPs have included in their plans.

The NM initiatives addressing network capacity are:

• Coordination of planned network disruptions

• Network delay attribution

• Minimising number of flights delayed >30mins

• Mitigation of weather generated delays

• ATFCM measures efficiency

• Targeting weekend delays

Their expected benefit is detailed in the Network Operations Plan, March 2012 (section 5.3) and there is

further detail in Part 2 NMPP.

NM will support all ANSPs to deliver performance based on their individual capacity plans and as a result the

overall network forecast. The NM initiatives addressing local capacity and their expected benefit are detailed

in the Network Operations Plan, March 2012 (section 6). They are further detailed in Part 2 NMPP.

Furthermore, in addressing NSP objective SO6 and the integration of airport operations into network

operations, NM will support airports to deliver performance based on their individual capacity plans. The NM

initiatives addressing airport capacity and their expected benefit are detailed in the Network Operations Plan,

March 2012 (section 6). They are further detailed in Part 2 NMPP.

2.3. Safety

Although there are no safety performance targets for RP1, NM will support and use safety KPIs to fulfil its role:

identifying network hotspots, analysing root causes and proposing action plans to minimise or remove the risk.

The NM approach that addresses NSP objective SO7 and NM objectives for safety are further detailed in Part

2 NMPP.

2.4. Cost efficiency

Although there is a network cost efficiency target, there is no cost efficiency target set for the NM. The NM

approach to cost efficiency is to align with ANSP targets 2009-2014. This approach and NM objectives for

cost efficiency are further detailed in the Part 2 NMPP.



3. CONTRIBUTION BY NM FUNCTION

Individual performance targets for each function (ATFM, ERND, SSR transponder codes, frequencies)

The NM functions defined in the ATM Network function regulation EC 677/2011 dated 7/07/2011 are:

• Route network design

• ATFM

• Scarce resources

• Crisis management

The Route Network Design function supports directly the achievement of flight efficiency. As such its

performance indicator is route extension due to airspace design. See the targets set out in section 2.1.

The ATFM function supports directly the achievement of flight efficiency and network capacity. As such its

performance indicators are route extension due to last filed flight plan and en-route ATFM delay per fight

See the targets set out in Sections 2.1 and 2.2.

At present, there are no performance targets for the other functions.

In addressing NSP objective SO8, the Scarce resource teams (frequency management and SSR transponder

code management) are preparing KPI proposals through their working arrangements. Proposals will be

available by end 2012. The initial idea is to define EU-wide KPIs for NMB monitoring and NM KPIs according

to the roles and responsibilities of NM. Initial ideas are:

Frequency Management

- EU-wide KPI: Non satisfaction of request for frequency

- NM KPI: % of non satisfaction

SSR code management

- EU-wide KPI: SSR code conflicts

- NM KPI : SSR Code changes

The crisis management cell is preparing proposals. The first proposals will be available by end 2012.

4. CONTRIBUTION BY MILITARY

Description of the civil-military dimension of the plan describing the performance of flexible use of airspace application in order to increase capacity with due regard to military operation effectiveness, and if deemed appropriate, relevant performance indicators and targets consistent with the indicators and targets of the performance plan.

Military authorities are an important CDM partner of NM influencing all performance areas due to their different

role and type of operation. Effective CDM processes have allowed airspace design projects to take due

account of military airspace needs, facilitated the introduction of better and targeted conditional routes and

enabled more efficient utilisation of military use airspace and the ATM route network.



Military users are important operational stakeholders. NM strives to ensure that military users can perform

their missions in a cost effective manner. More proactive strategies will be followed as a priority to improve

the civil/military CDM processes in areas where military mission effectiveness is constrained or availability and

effective usage of the CDR1/2 network is unnecessarily restricted.

The NM initiatives that relate to the military contribution are detailed in the NOP, March 2012 (sections 5.1 and

5.2). There is complementary information in Part 2 NMPP.

5. ANALYSIS OF SENSITIVITY AND COMPARISON WITH THE PREVIOUS PERFORMANCE PLAN

Sensitivity to external assumptions Comparison with the previous performance plan

NM is conscious that its performance over RP1 is sensitive to some external assumptions. These are

presented below with an indication of the risk and impact to changes in assumptions.

Changing assumption

Risk Impact Comment

Faster traffic recovery Low High Network capacity performance was predicted not to meet the

EU target in 2014. With the recent traffic forecast revision, the

performance is expected to be within target by 2012. NM’s

ability to ensure that network capacity remains within EU

targets would be impacted if traffic recovery was faster than

anticipated. But this is thought unlikely.

Reduced resources Medium Medium Without sufficient resources, NM’s ability to invest in initiatives

and systems will be hampered. In the current economic

climate, this is a credible risk. It would mean prioritisation of

initiatives and a revision of NM commitments.

Increased social

unrest impacting ATC

operations

High High In the current economic climate, there is increased social

unrest and this can have a severe impact on operations. This

can impact both flight efficiency and capacity and result in

failing to achieve network targets.

ANSPs achieving

capacity plans

Low Medium NM’s ability to ensure that network capacity remains within EU

targets would be impacted if ANSPs failed to address

systemic issues to improve their capacity. ANSPs are currently

improving to plan, so the risk is low.

NM has risk management practices in place to monitor these and other risks.

• Traffic is monitored monthly.

• Resources are monitored annually as part of business planning, but also monthly to ensure efficient use

of funds.

• Social unrest and its impact on the network is monitored and regularly reported to NDOP and NMB, as

is ANSP capacity planning.

No comparison with the previous performance plan is possible at the present time.



6. IMPLEMENTATION OF THE PERFORMANCE PLAN

Description of the measures put in place by the NMB to achieve the performance targets, such as: Monitoring mechanisms to ensure that the safety activities and business plans are implemented Measures to monitor and report on the implementation of the performance plans including how to address the situation if targets are not met during the reference period.

The NM performance plan will be presented to NMB at mid-2012 and is expected to be approved by end

2012.

The NMB monitoring approach, which addresses NSP objective SO1, is as follows:

• NMB will review annually the progress against plan based on a report submitted by NM.

• NMB meets three times per year. Within the year, NM will report on KPIs and actions to enable NMB to

monitor progress.

• The KPI: route extension due route design is monitored per AIRAC cycle. The indicator will be

presented regularly to the NMB. The status of relevant actions from the NOP that address route design

will also be reported.

• The KPI: route extension due to last filed flight plan is monitored per AIRAC cycle. The indicator will be

presented regularly to the NMB. The status of relevant actions from the NOP that address this will also

be reported.

• The KPI: enroute ATFM delay per flight is monitored per week. The indicator will be presented to each

NMB.

• The status of relevant actions from the NOP that address network and local capacity will also be

reported.

It is planned to consult with NDOP on all performance reports and issues prior to NMB.

Proposals for monitoring Scarce Resources and Crisis management will be presented to NMB by end 2012.

Although there is no NM cost efficiency target for NM, NM will report to NMB annually on its efforts to manage

its costs and to meet cost objectives set out in Part 2 NMPP.

Likewise, although there is no NM safety target, NM will report to NMB annually on its efforts to manage its

safety and to meet safety objectives set out in Part 2 NMPP for itself and the network.


24th May 2012 Page 1 of 22 Edition: 0.113 DRAFT

1. INTRODUCTION

1.1. Background The Network Manager (NM) is a key component of the SES together with the performance framework and FABs. NM is the EC tool to implement SES in a pan-European dimension and deliver performance in partnership with all operational stakeholders. The applicable EC regulation is the ATM Network function regulation EC 677/2011 dated 7/07/2011. EUROCONTROL, through its Directorate Network Management has been designated to execute NM functions as per scope, role, responsibilities, obligations, working arrangements, oversight arrangements defined in the regulation. Without prejudice, and for practical purposes, the network management functions apply to EU Member States, Eurocontrol States and third parties with bilateral agreements with NM. This definition of the geographical scope of NM is confirmed in correspondence between EC and Eurocontrol1. The Network Manager Performance Plan (NMPP), which is required under EC regulation, forms part of the Network Strategy Plan (NSP), covers Reference Period 1 (2012-14) and addresses the contribution of NM in the 4 performance areas: safety, capacity, environment/flight efficiency and cost effectiveness. It is the direct response to NSP objective SO3. The NMPP is presented in two parts. Part 1: presents NM performance in strict compliance to the template of Annex IV of the ATM Network function regulation EC 677/2011. It focuses on those performance areas for which there are network targets2 and a clear NM responsibility to contribute. In this respect, the focus is on:

Environment: NM contribution to reduce average horizontal en route flight efficiency Capacity: NM contribution to improve average en route ATFM delay

Part 2 (this document): presents NM performance so that stakeholders understand the full value added of NM with respect to ATM network performance. It focuses on all performance areas and presents the NM approach and targets or objectives to influence performance in all performance areas. 1.2. Stakeholder consultation The first draft of the NMPP was presented to the Network Directors Operations Forum, the Network Management Board and the Performance Review Body in March 2012. Several comments were received. The more significant covered:

Format of the plan: a number of stakeholders expected a closer alignment to the template laid out in the NM IR. Part 1 of the NMPP aligns to the template. Part 2 explains the value added of the NM and its impact on network performance for all areas.

Justification of actions and deployment: some stakeholders expected a clearer understanding of how NM performance improvement was justified and what actions were in place to deliver the performance and monitor it. Each NM initiative is now referenced to actions in the Network Operations Plan or other suitable plans where deployment is detailed.

It is expected to be submitted for adoption through the NMB to the SSC in November 2012.

1 Nomination of Eurocontrol as Network Manager…, M Baldwin, 15 July 2011 2 Defined in Article 1, Setting European wide performance targets…., 2011/121/EU, 21 Feb 2011



1.3. Economic backdrop The general economic outlook for the period 2012-19 is described in the NSP, section 2.2.1. For the reference period 2012-14, to which this NMPP refers, the following considerations have been taken into account.

Economic trend in RP1 is for low traffic growth – March 2012 forecast for 2012-14 is 3.0%. There will be a positive impact on delays since there will be less need for capacity although peak hours

and congested areas of the network will remain. Airlines will be even more cost conscious and seek flight efficiencies over capacity. There will be pressure for cutting NM costs and less scope for RP2 investments. No impact on safety.

1.4. Drivers of NMPP The NSP outlines the vision and strategic objectives for the network in order to meet network performance in the future. NM plays its roles together with other stakeholders in delivering that performance. The scope and role of NM functions and the NM work programme drive the definition of this performance plan. 1.5. NM and RP2 This NMPP does not address the NM performance in RP2. However, NM needs to invest in its own systems, procedures and network infrastructure in the 2012-2014 period to be ready for RP2 and to operate within a European network which is deploying the technologies validated within SESAR. This NMPP details the initiatives and headline projects needed to operate effectively in a 2019 European ATM network environment.



2. NETWORK MANAGER AND PERFORMANCE TARGETS 2.1. NM Contribution to Performance Targets The pre-requisite for ATM performance delivery is an effective operational partnership and cooperative decision making between the principal stakeholders, i.e. ANSPs/FABs, airports, civil and military airspace users and NM. The achievement of a true pan-European partnership approach is one of the key strategic NSP objectives for the NM and the principal stakeholders.

Value added support

Network Manager and Performance Targets

Achieving Network Performance Targets

Delivering local and FAB targets

Network

ManagerPlanning, Operation

& Deployment

Preparing for RP2 2015 - 2019

The overarching mission of NM is to contribute to the delivery of ATM performance in the pan-European network for performance reference period RP1 (2012-2014) in the areas of safety, capacity, environment/flight efficiency and cost effectiveness through:

1. Value added support to ANSPs, Airports, Civil & Military airspace users; 2. Direct operational performance contribution as a result of NM activities.

In addition, NM prepares the operational concepts, infrastructure and procedures for network operations in the next performance reference period RP2 (2015-2019). 2.2. Quantification of NM Contribution Given the inter-dependency of activities, operations and services of the different players, it is difficult to distinguish how much each player is contributing to the various performance areas and targets. This uncertainty as to who is getting credit for the performance contribution should not in any way diminish the efforts, investment and achievements in safety, capacity and flight efficiency performance areas. 2.3. Evolution of the NM roles Given the wide scope of network activities and responsibilities, NM is expected to play different roles in its interaction with the network stakeholders. NM has a strong mature role in capacity planning and network operations. NM will also develop its role in proactive monitoring of network operations and infrastructure, reinforcing airport integration into the planning processes and ensuring required improvements are implemented. NM activities are considered mature in several areas:



Route network development Further deployment and application of Flexible Use of Airspace Capacity planning Network operations (see section 2.4) Support to operational safety improvements across the network Network technical systems evolution Crisis management

It will continue to take a proactive role, enhancing and improving where it can. NM has new tasks and will build its role in these areas, such as:

network monitoring and reporting safety management airport performance scarce resources infrastructure monitoring deployment (see section 2.5)

2.4. Network Operations NM recognises the evolving roles and responsibilities of ANSPs, FABs and NM and is refocusing network management operations and technical services. The NM current operations room will move away from the micro management of local ATFM situations and focus on the management of the whole network during normal and disruption situations. 2.5. NM and Deployment Support The role of the Network Manager in SESAR deployment will be defined by the EU in 2013/4. In the meantime, NM has been invited to play an active role as a member of Interim Deployment Steering Group (IDSG) that handles the level 2 (management level) of the deployment governance, in particular the programme. This role, agreed by the Single Sky Committee, includes - Acting as technical secretary to IDSG; - Ensuring network performance targets are met; - Identification of operational and technical improvements to be included; - Coordinating network performance related deployments; - Ensuring the maintenance of the NSP and in particular monitoring its implementation; The NSP is a reference for the deployment programme. NM actions to address the Strategic Objectives are identified in the NSP. Some of these actions will require deployments and associated coordination. They should be part of the deployment programme and they will therefore benefit from the support of the IDSG. When these activities are of network nature, and in a similar way to other NM tasks, NM will lead these projects and address the associated deployment aspects through IDSG. For other actions, NM will support as required the different stakeholders. The NMPP will be updated to reflect NM’s contribution to the support actions.



3. NETWORK MANAGER PERFORMANCE The NMPP adds value to the European ATM network performance in the areas of capacity, environment/flight efficiency, safety and cost effectiveness. The NMPP details improving and adding value from on-going operations and services, as well as specific improvements or short term evolutions to provide direct benefit or more effective support to ANSPs, airports and airspace users in the context of the SES performance. In this context, it is important to establish some principles with respect to how NM treats the four performance areas in the execution of its duties. 1. NM does not compromise on safety in any circumstance. Network safety is paramount in terms of NM safe operations and also the safe operations of other stakeholders. 2. NM operates within its means. It respects the budget agreed by governing bodies and strives for cost efficiency at all times. 3. NM recognises the different performance needs of all the network stakeholders. NM knows that operational decisions can impact stakeholder business results. It uses operational experience, in collaboration with stakeholders, to balance the (often competing) needs. This is particularly true with respect to capacity and flight efficiency. NM’s performance is presented below per key performance area. The distinction is made between direct support to stakeholders to improve their performance and NM’s own contribution to performance. Where performance initiatives are presented, relevant NM objectives are stated and these are reproduced in the Annex for traceability. There is also a reference to the Network Operations Plan (NOP) where information on expected benefits and deployment plans are presented3. Monitoring of the KPIs, objectives and initiatives is done through internal and external processes (e.g. NOP reporting) and presented to governance bodies as necessary (see Section 8). 3.1. Capacity

3.1.1. NM approach to improving network capacity The “effective capacity” of the European ATM network needs to increase by 16% between 2011 and 2014 to achieve and maintain the EU annual en-route delay target of 0.5 minutes per flight and meet the 3.0% forecast traffic increase. The main performance contribution of NM is to partner and support ANSPs to ensure the delivery of the performance committed in national/FAB performance plans. Although these collaborative efforts between NM and ANSPs constitute the cornerstone for network capacity performance, the specific contribution of NM in capacity improvements is detailed in qualitative terms and not claimed as a quantitative NM added value; the activity is too critical for the network to risk debates and misunderstandings into the relative size of these contributions which are by nature cooperative. NM will support all the ANSPs to deliver performance based on their individual capacity plans, and as a result the overall network forecast. In addition, NM will deliver additional operational benefits, estimated to be in the region of 10% over and above what ANSPs have included in their plans. Based on the revised traffic forecasts for 2012-14, the capacity plans of ANSPs collectively result in an annual delay/flight forecast well below the SES performance target for each of the 3 years within the reference period 1.

3 NM will update the NOP to ensure full traceability of initiatives, benefits and deployment plans.



There are two significant risks to this seemingly ideal performance. First, traffic levels may recover sooner than expected over the three years. Second, there can be significant differences between ANSP plans and the reality of the day-to-day operations. To manage the risks, NM will proactively monitor (in quasi real-time) traffic, delay and flight efficiency KPIs and, together with the affected operational stakeholders, will take timely action and specific targeted measures to correct any negative performance trend. On the assumption that ANSPs stick to their capacity plans, NM will endeavour to ensure that the annual network delay target for each year of the 1st performance reference period is achieved.

3.1.2. NM value added support to stakeholders to improve capacity NM is pursuing several capacity initiatives that support stakeholders in achieving their individual capacity targets. This support is offered to all ANSPs and/FABs within the pan-European airspace with priority given to ANSPs which have the largest delay impact on the network. In addition, the Network Manager Operations Centre (NMOC), formerly the CFMU Ops Room, works closely and collaboratively with ACCs and airspace users to implement the daily network operations plan and deliver the performance level offered by the ACC. A summary of the different areas of NM contribution to ANSPs/FABs is hereunder. Airspace Design The cooperative approach to route network and airspace design between ANSPs, States and NM will continue. ARN Version 8 is the 2012-14 airspace design project in preparation. The ARN Version-8 contains, at this stage, 519 packages of airspace proposals scheduled for implementation for the Summer seasons 2012-2014. These proposals include more than 2000 route changes, around 40 re-sectorisation projects and about 25 TMA projects. Airspace re-design is a key enabler to the improvements in sector and ACC capacities. [see NOP, section 5.1 and European Route Network Improvement Plan, April 2012.] Support at Planning Phase Preparation of the NOP for the period 2012-2014 provides the complete basis for a re-enforced capacity planning process that identifies actions and activities at local and European network level needed to improve capacity. NM will extend the capacity planning process to include the major European airports in the preparation for 2013 in line with NSP objective SO6. The 2012 capacity planning exercise has already identified that 5 ANSPs (Greece, Cyprus, Poland, Spain and Germany) need to take action to address an expected capacity shortfall in 2012-2014. A number of measures addressing the causes of constraints are proposed as the basis of an action plan at ANSP, FAB and network level, aimed at delivering the required performance. NM will use its working governance structures to seek the successful implementation of these additional measures. [see NOP, section 3.] Special events Consolidated in the context of the NOP, the ANSP capacity plans reflect the expected traffic and projected capacities planned for the duration of special events. As such, from an NMPP perspective, the support provided in the planning phase for the Olympics and EURO 2012 Championships, as well as for the significant number of system upgrade projects or major airspace changes, is included in the ANSP's delay envelope. Detailed coordination between NM and the operational stakeholders is essential to diminish the impact of such events. [see NOP, section 7.] Support at Strategic/Pre-tactical Phase



All the detailed collaborative work between NM and ANSPs 6 months from day of operations is aimed at ensuring that ACCs have the best possible capacity to meet the expected demand on the day of operations. NM aims to strengthen this collaboration to ensure that every day ACCs have the best possible plan, including the best airspace and sector configurations to manage safely the expected demand. NM will also develop the axis management processes into regional performance management processes with a focus on common actions to reach en-route capacity targets. Tactical Operations On the day of operations, plans have to be adapted to react to the reality of operations. The ACCs and NMOC will work together to minimise local and network delays as far as possible. Any diverging opinions as to how to resolve demand/capacity imbalances will be addressed within a CDM process to be agreed at NM/NDOP level. Post Ops Monitoring A proactive monitoring of operations is being introduced for summer 2012. On one level, it will monitor the implementation of approved capacity enhancements in the NOP. A collaborative process with ANSPs/FABs will track daily performance of each ACC, identify and address unforeseen delay events in sufficient time to minimise the impact on the delay performance target. Airport Operations NM will continue to support the implementation of A-CDM at the top 50 airports and ensure the timely integration of DPI data received from ‘new’ ACDM airports. [see NOP, section 6.2] FABs NM will support FABs in their setting up period and then, as they mature in their strategic planning processes as a FAB, NM will seek to partner FABs in the required collaborative approach to deliver in all the performance areas. In 2012, NM will work with all the FABs to ensure improvements within airspace structures inside each FAB and the interconnectivity across FABs. There is much potential for network capacity enhancements through ATC system functionalities. NM will support, as requested by ANSPs or FABs, common ATC system functionality deployments to optimise local capacity. Where all ANSPs commit to their current capacity plans, NM will ensure that the network capacity improvements contribute to achieving the expected 0.45 min/flight in 2012 and 2013 and 0.32 min/flight in 2014 (based on March 2012 forecast). Given the traffic downturn, some plans may change and capacity may be removed to reduce ANSP expenditure. Therefore…. NM, in partnership with operational stakeholders, will ensure network capacity performance remains within the EU delay targets of 0.70, 0.60 and 0.50 min/flight for the RP1 timeframe 2012, 2013 and 2014 respectively.

3.1.3. NM direct contribution to capacity improvement NM is pursuing several capacity initiatives that deliver additional and tangible delay reduction benefits resulting from its network centric operations. These performance contributions will reduce the network delays further than the sum of all the capacity plans and close partially the gap to the network performance target by 2014. Airport Operations Airport operations have ATFM delays attributed to them. To date, NM has focused on driving down delays at airports following major airport disruptions, in particular in the recovery phase. As of 2013, NM will reorient its activities to target and reduce airport operations delays across the pan-European network. 2012 will be used



by NM to identify, analyse and prioritise its activities by ensuring the establishment of the necessary links and processes to achieve these delay reductions in a collaborative partnership. Small airports’ delays are predominately caused by incompatibility between the airport slots and the flight plan. An action plan has been prepared to improve the constrained Greek airports for 2012 and improvements are targeted for latest summer 2013. [see NOP, section 6.2.] Return to normal operations as quickly as possible following capacity reductions due to weather or other reason poses a big challenge for major airports. NM plays a vital role in accelerating the return to normal operations using its centralised information processes. A gap analysis of such lost capacity will be carried out in 2012 and a performance KPI established from 2013. [see NOP, section 6.2.] NM has successfully introduced an operational procedure with AUSTROCONTROL that avoids the use of arrival regulations even in periods where there is a clear excess of demand over capacity by selective manipulation of the departure times of short haul domestic and international arrivals. Between January to June 2011 the “CARA” procedure resulted in a reduction in arrival delays of 45% compared to 2010 (29,000 minutes of delay saved). It is planned to extend this improvement to 5 other airports in the next 2 years. [see NOP, section 6.2.] NM objective is to deliver an average 5% reduction of airport operations' generated delays at 5 targeted airports from the top 20 airports in 2013 and in 2014 in an agreed collaboration with airports concerned. Although this delay reduction is technically not an en route network delay, the reduction in reactionary delays will contribute positively to the network delay figures ahead of RP2. Training NM delivers network management training courses to over 1200 participants per year. Courses cover network operations, airspace and capacity management and flight efficiency. They support directly NM’s capacity enhancements initiatives. Reactionary Delays NM will target morning delays which have more impact than afternoon and evening delays on airline operations as observed through reactionary delay. The intention is to understand the ATFM total impact on punctuality during 2012 and then work collaboratively with ANSPs and airports to reduce that impact. Measures include a network-wide agreement to prioritise resources to improve the punctuality of the first rotation. NM objective is to reduce first rotation delays by 5% year on year in 2013 and 2014 This initiative will be introduced in the NOP. Crisis Management The Network Manager, with the support of the EACCC, is responsible for coordinating the management of response to any type of network crisis in close cooperation with the corresponding structures in Member States. In addition to supporting the activation and coordination of contingency plans at Member State level, NM will elaborate mitigating measures at network level to secure the provision of a timely response to such network crises to protect and ensure the continued and safe operation of the network. NM is also tasked to coordinate response to major disruptions which do not lead to a crisis but nevertheless affect capacity and result in delay increases of more than 20%. [see NOP, section 5.3.]



NM, with the support of its partners in expert organisations, ensures that the relevant information on the crises/major disruptions is shared via the NM Operations Portal, so contributing to the situational awareness and informed decisions by stakeholders. There is no way of calculating the delay reduction benefit of the NM led activities related to averting, managing or mitigating impact of crisis situations in Europe. However, NM contributions to just one crisis or major disruption event per year in 2012, 2013 and 2014, at the level of a major volcano eruption or extreme weather, would bring delay reduction savings in the order of hundreds of thousands of minutes every year. Planned Network Disruptions Major ATS system upgrades, airspace re-reorganisation projects and announced industrial actions are examples of planned and substantial reduction in available capacity of the network. Mitigations cannot be limited to local measures. Whatever the mitigation action, the event has to be notified well in advance, the impact on the network carefully assessed, de-confliction strategies agreed and potential solutions involving inter alia new route availabilities and temporary additional capacity provision in adjacent ACCs, co-ordinated through the CDM process. A systematic procedure will be implemented for such events by mid-2012, in time for the large number of system upgrades planned in late 2012 and 2013. Network measures can reduce impact of such events by 20%. [see NOP, section 7.] Driving Down Delay NM implemented a direct operational performance contribution in driving down delay in 2012. Daily delay targets for each ACC area are established during the strategic and pre-tactical phases. The focus of NM Operations Centre is to concentrate on;

Anticipated problem areas providing network solutions at the planning stage Minimising global and individual flight delays Enhanced network operations procedures

A number of quantifiable operational strategies are used to achieve and measure these objectives. [see NOP, section 5.3.]

a. Network delay attribution This process uses scenarios to offload major congestion areas agreed via CDM in the pre-tactical phase, even if these will cause (or increase) delay in the area to be on-loaded, provided that the overall delay in the network is reduced and the delay performance in the on-load ACC will not suffer. The delay sharing procedure will be applied as of June 2012. While the ANSP will have a lower delay attributed to it, the reduction in the total delay achieved through this process will be credited to NM. It is estimated that anticipated delays can be reduced by at least 25% for each event to which the procedure is applied and there are a large number of events in 2012. NM objective is to reduce delays by around 50,000 minutes throughout the year using this process.

b. Targeting weekend delays



There should be fewer delays and more available capacity during weekends as there is little or no military operations or temporary segregated areas and most conditional routes are available for flight planning. However, traffic at weekends is 16% less but total delays are at least 23% higher. Just making the weekend performance equivalent to the weekdays would remove at least 13,000 minutes of delay every summer weekend day, equivalent to 0.8% of the total annual delay. 0

10000

20000

30000

40000

Mon Tue Wed Thu Fri Sat Sun

Tra

ffic

0

10000

20000

30000

40000

En

-ro

ute

De

lay

Avg ER DLA

Avg Traffic

As part of its added contribution to the overall network delay target reduction, NM will analyse the causes across the network and target specific actions every weekend aimed at reducing, eliminating and eventually reversing the trend. Since this a collaborative effort with ANSPs, NM proposes to claim as NM added value the one off reduction achieved in the first reporting period/year, on the understanding that the ANSP will maintain and take credit for the improved level of performance in subsequent years. NM objective is to reduce weekend delays by 120,000 minutes (40 weekend days * 3000mins) per year from 2013

c. Minimising individual flight penalties The application of ATFCM regulations leads to large numbers of flights receiving slot messages and delays. An important function of NM is to manage these regulations and ensure that flights do not suffer undue disproportionate penalties and that the available capacity is used to its maximum during the regulation period. The NMOC will have internal performance objectives that are aimed at reducing the number of flights with high delays and consequently deliver network delay saving. NM objective is to reduce the percentage of flights with ER DLA > 15 minutes from 0.87% (2011 average) to 0.75% and reduce the percentage of flights with DLA (any cause) > 30 minutes from 2.6% (2011 average) to 2.0%. The average direct effective delay reduction due to accepted rerouting proposals was 700 minutes per day (=2.27% of average daily enroute delay). NM objective is to achieve direct effective delay reduction due to accepted rerouting proposals by 1000 minutes per day (equivalent top 3.2% of daily en-route delay)

d. Slot swapping, extensions and exclusions Slot swapping provides an opportunity for airspace users to minimise disruption to their operations during periods of ATFCM regulation by prioritising their flights. Slot extensions are provided to airspace users on request via the e-Helpdesk when external reasons prevent adherence to the original CTOT. Currently such extensions add artificially to the individual and overall delay situation. Any slot extension delay due to a slot extension should be discounted from delay statistics and considered as a direct delay saving. Slot exclusions are provided in order to optimise the use of available capacity and to minimise individual flight penalties.



e. ATFCM Efficiency ATFCM regulations can be applied in marginal situations where other measures can be used to avoid regulations (minor configuration and capacity modifications, “cherry picking”, etc.). ATFCM regulations that generate less than 200 minutes of delay are considered as being avoidable. The average daily number of ATC capacity and staffing enroute ATFCM regulations that produce less than 200 minutes of delay in 2011 was almost 30. NM objective is to reduce the average daily number of ATFCM regulations that produce less than 200 minutes of delay to below 20 per day. The intention is to save 1000 minutes delay per day as of 2013.

f. Mitigation of Weather generated delays Weather is increasingly a factor/cause of delays both on the ground and in the air. In 2011, weather briefings were introduced as a first step in the process of mitigation for weather disruptions across the network. Trials have also been carried out with a number of ANSPs to validate procedures to avoid late and sudden flow regulations. In 2012 NM will finalise this process and will gradually introduce across the network in 2013 and 2014. SUMMARY NM will support all the ANSPs to enable the delivery of their individual capacity plans. NM will endeavour to ensure that the annual network delay target for each year of the 1st performance reference period is achieved. In addition, NM will deliver additional operational benefits, estimated to be in the region of 10% over and above what ANSPs have included in their plans. The diagram below illustrates NM’s intention to deliver an extra 10% on top of ANSP performance.



3.2. Environment/Flight Efficiency

3.2.1. NM approach to improving environment The flight efficiency target is a network attributable target (reduction by 0.75% of the difference between flight planned route and great circle route) but is just one way of improving environment (flight efficiency and emissions reductions). Network concepts implemented at local/FAB level, such as free route airspace and CDAs, will be major contributions to flight efficiency and emissions. The NMPP will acknowledge all these emission mitigation contributions in a qualitative manner and quantify results at network level. Current data indicates that the route extension due to airspace design is reducing at the required rate to meet the target in 2014, while the route extension based on the last filed flight plan is evolving at half the rate of the airspace design indicator. A balanced approach to capacity and flight efficiency will be required. With the implementation of the initiatives outlined below, increasing the focus on airspace utilisation and maintaining a high priority on airspace design improvements, will result in the EU Environment target being achieved.

3.2.2. Stakeholders supporting NM to improve environment NM is pursuing several environment initiatives whereby stakeholders support NM to achieve the environment target. Efficient route network / airspace design A number of airspace design initiatives will provide flight efficiency benefits, including:

The full development and implementation of the 500 airspace change packages included in the ARN Version 8 of the European Route Network Improvement Plan for the period 2012-2014;

Further developments of airspace solutions to reduce the impact of the most penalised city pairs in Europe;

Further developments of the night route network; Free Route airspace expansion; Further developments of the CDR network, including CDR harmonisation initiatives.

These initiatives and their expected benefit are detailed in the Network Operations Plan, March 2012 (section 5.1). For example, evaluation of the ARN Version 8 benefits indicates a reduction of the daily route extension of approximately 40,000 NM/day. There is further information on deployment in the European Route Network Improvement Plan, April 2012. The annual target for route extension due to airspace design is shown below. This is an NM environment target. Year 2009 baseline 2012 2013 2014 Efficiency target 3.45% 3.0% 2.85% 2.70% The airspace design initiatives when implemented in 2014 will reduce the difference from the great circle from an average value of 3.45% in 2009 to 2.80 % by the end of 2014. Further efforts will be required to further decrease the currently estimated value for 2014 to 2.70%. Free Route Airspace Free Route airspace in which airspace users are free to flight plan any route is the ultimate flight efficient operation in the en-route phase of flight. Deployment has started in a number of States with the direction of NM for key network-wide aspects such as a common ops concept and flight planning implications. Some ANSPs plan to introduce Free Route in phases, starting with night periods and when there is no temporary segregated airspace. NM will actively support local deployments to ensure network fit and smooth integration into network operations.



Free Route will become very important as 25% of European airspace is planned to operate in various phases of Free Route by the end of 2014, which will add an additional 0.25% improvement to flight efficiency. Given the high levels of efficiency already achieved in the European route network, rapid expansion of free route is key for achieving the flight efficiency targets. Increasing the number and harmonisation of CDRs Another way of enhancing flight efficiency is through good airspace sharing and FUA procedures. NM intends to increase the number of CDRs through existing military airspace and to ensure their appropriate cross-border harmonisation, including transforming CDR2s and CDRS1/2 into CDR1s. This will facilitate their usage by the airspace users. NM objective is to increase the number of new CDRs through military airspace by 5% per annum. Flight efficiency at airports Efforts will continue to increase the number of Continuous Descent Approaches CDAs flown within the network airports, based on harmonised procedures for airports and ANSPs. [see NOP, section 6.2]

3.2.3. NM direct contribution to environment improvement NM is pursuing several environment initiatives where it delivers direct network benefits to ensure the network target is achieved. Flight Efficiency Use of CDRs Flight efficiency requires a route network design that offers the most direct routing opportunities to airspace users. NMOC provides additional direct flight efficiency benefits via automated notification of opportunities for airspace users following publication of the daily AUP. More proactive strategies will be followed as a priority to improve the civil/military CDM processes in areas where military mission effectiveness is constrained or availability and effective usage of the CDR1/2 network is unnecessarily restricted. NM objective is to increase the CDR1/2 usage by an average of 5% per annum in a collaborative effort with airspace users who remain responsible for flight plan route choices. [see NOP, section 5.2] Vertical Flight Efficiencies A second element of flight efficiency is the vertical profile. One way for sectors to be protected from overloads is through flight level capping of flights. ATFCM level capping scenarios are often used to reduce complexity and/or traffic in order to avoid regulations. However the cost of such level caps needs to be offset against the delay saving. NM will quantify the penalty incurred by flights through such regulations in 2012, establish KPIs related to this flight efficiency parameter by mid 2013 and start measuring in the rest of 2013. This initiative will be introduced in the NOP. NM objective is to reduce these vertical flight inefficiencies by a total of 5% in 2014. RAD utilisation (restrictions, opening times) NM will lead efforts to have a more flexible, network managed Route Availability concept. [see NOP, section 5.2] NM objective is to reduce route unavailability both in time (mainly at night and low demand periods) and in quantity by 10% per annum.



The annual target for route extension due to last filed flight plan is shown below. This is an NM environment performance target. Year 2009 baseline 2012 2013 2014 Efficiency target 4.90% 4.60% 4.40% 4.15% This target is more challenging. The close interdependency between capacity and flight efficiency and operating costs means that it is difficult to predict the evolution of this KPI. The NM, together with its stakeholders, will ensure that the environmental targets are met and additional emissions reductions are delivered. 3.3. Safety

3.3.1. NM approach to improving safety The NM added value in the safety performance area is focused on enhancing the network operations safety. Therefore, the NM identifies network safety issues through proactive monitoring of the network operations, which supports ANSPs in identifying and managing safety hazards in their areas of responsibility. In addition, NM assists ANSPs to meet their operational safety targets while implementing the safety culture across the network. Although there are no safety performance targets for RP1, NM will support and use safety KPIs to fulfil its dual role, identify network hotspots, analysis root causes and propose action plans to minimise or remove the risk. [see NOP sections 5.6 and 6.3.] In respect of the 3 Safety KPIs from EC691/2010 the NM will

- maintain and continuously develop the web based Risk Analysis Tool (RAT); - support the deployment of RAT in all main ANSPs (one per State) within ECAC states to be used for

assessing Separation Minima Infringement, Runway Incursions and ATM Specific Occurrences; - support the improvement of Just Culture through a series of Just Culture deliverables: Model Policy,

Support and Cooperation with Judiciary and expert courses. - Support ANSPs to improve the effectiveness of their safety management systems.



3.3.2. NM value added support to stakeholders to improve safety NM is pursuing several safety initiatives that support stakeholders in managing their safety risks. Supporting improvements to Safety Management Systems (SMS) and its enabler Safety Culture NM objective is to assist and support 22 ANSPs in 2012-2014 to improve their SMSs. It will anticipate, develop and share SMS related best practices across the Network/FABs. NM will assist and support 14 ANSPs in 2012-2013 to measure their Safety Culture. In particular, the maintenance and development of the SKYbrary aviation safety knowledge base supports these activities through promoting safety awareness. NM expects 3 million visits per annum to the SKYbrary website by 2014. Safety Nets

In 2010 approximately two thirds of European ANSPs surveyed did not have some form of tool for analysing safety nets and fewer than 20% were using all four safety nets (STCA, MSAW, APM and APW).

NM will support the implementation of effective "level 2" ground-based safety nets in all EUROCONTROL member States by end of 2016 and support the definition of "level 3" ground-based safety nets by end of 2013 and implementation in the European core area by end of 2016.

Very optimal

Quite optimal

Not very optimal

Don’t know

Taken out of service

72 1

6

24

10

3

17

1

4

1

1

1

1

1

4

0

5

10

15

20

25

30

35

STCA MSAW APM APW

Source: EUROCONTROL safety nets survey 2010 (33 responses)

Are safety nets operating optimally?

Airport safety



NM supports stakeholders at airports (ANSPs, Airlines and Aerodrome operators) to mitigate the contributing factors in order to reduce runway safety events, using 2010 data as a baseline. A new airside safety project cumulating initiatives such as prevention of runway incursions and excursions and unstabilised approaches will be the main vehicle to improve the safety of aerodromes operations. NM’s unique position and access to the network safety performance data enables identification and prioritisation of concrete actions that aim at enhancing network operations safety

3.3.3. NM direct contribution to safety improvement NM is pursuing several safety initiatives that ensure the network safety risks are managed. NM Safety Management System NM objective is to achieve for its own SMS at least Level 3 in respect of the Effectiveness of Safety Management by end of 2014. Enhancements to its own SMS will improve NM safety assurance of its own operations in particular where these interface with external stakeholders. Network operations safety NM manages the voluntary incident report scheme EVAIR, a very effective tool for feeling the pulse of the network in terms of operational safety and uses other safety information flows where available. NM objective is to establish the Top 5 pan-European ATM operational safety risks and develop action plans collaboratively with all concerned to reduce risks. In addition, known network operations risk areas (e.g. airspace infringements, runway incursions/excursions, level busts, air/ground communications, unstabilised approaches) will be continuously monitored as to the effectiveness of the implemented mitigations and continued awareness activities. A key activity for NM is the deployment of automatic safety monitoring tool at local level to improve the systemic view over the hotspots at Network level. NM will use the network safety indicator based on the Aerospace Performance Factor (APF). A first baseline will be drawn by end of RP1. Monitoring network infrastructure performance Degradation of the network’s technical infrastructure has the potential to impact network operations safety. NM has established a technical monitoring office through which the technical systems such as radio frequencies interferences, height keeping equipment and airborne surveillance avionics are monitored, anomalies detected, severity and safety implications assessed and rectification actions coordinated.

3.3.4. Scarce Resources The Radio Frequency Function: The NM-RFF contributes to network capacity by providing to the stakeholders an accurate network view, of the usage of radio frequencies aligned with the airspace design in order to meet capacity requirements. RFF is also providing recommendations for improvement that will be implemented through the CDM process. In addition, the RFF will allow a common equitable sharing of the 8.33 kHz expansion benefit, contributing to the Network capacity and performances. The RFF contributes also to safety minimising the number of interferences. NM objective is to reduce the number of reported RF interferences by 5% year on year from 2013



onwards. The Transponder Code Function: The NM-TCF will contribute to improving safety by seeking to eliminate code conflicts, reducing surveillance system flight correlation enabling unique aircraft identification and controllers’ workload. The CCAMS capability was deployed in December 2011 and the first central code assignment took place in February 2012. 14 ANSPs will be using CCAMS by the end of 2012. Mode S Interrogator Code Allocation (MICA): The operation of Mode S Secondary Surveillance Radars requires the use of scarce (78) Interrogator Codes (ICs). Strict management of such codes is necessary because each Mode S sensor, or cluster of Mode S sensors, requires a unique Code. The use of duplicate codes in neighbouring Mode S sensors causes severe surveillance data degradation including loss of detection of targets. Therefore, assignments need to be carefully organised to ensure the same codes are not used in overlapping Mode S coverage areas. 3.4. Cost effectiveness

3.4.1. NM approach to improving cost effectiveness NM’s contribution to cost effectiveness is three fold. It is the result of the cost effectiveness of its operations and execution of its work programme and also the deployment/provision of central services on behalf and in support of operational stakeholders. In addition, NM capitalises on best practice in the industry and promotes its use wherever possible.

3.4.2. NM supporting network cost effectiveness NM will provide support to stakeholders to improve the cost effectiveness of the network. In broad terms this support will be provided along the following axes:

The management of scarce resources. In doing so NM will ensure that scarce resources are managed to deliver the highest benefit for the network rather than delivering the highest benefit locally at the expense of global network effectiveness.

The provision of agreed support to the deployment of new or enhanced ATM concepts identified in the NSP, to ensure a coordinated approach across the network. In doing so, NM will ensure that benefits are achieved in a timely manner and can be maximised across the network. NM will therefore provide a coordinating function to establish requirements to enable network performance improvements and, in particular, the required CNS related airborne capabilities and global interoperability requirements.

The central monitoring of the performance of the network and infrastructure, especially in those areas there local monitoring would lead to duplications of efforts or where the monitoring must be done at the level of the network to enable common actions to be initiated and to produce more meaningful and efficient results.

The provision of tools for shared or common use supporting the CDM processes and efficient scarce resource allocation mechanisms

The provision of agreed services to achieve economies of scale through the deployment of common technical products, e.g. surveillance related services contributing to safety and capacity network objectives.

NM operates network functions, such as EAD, CCAMS, PENS, which avoids duplication of efforts in the network.

The upgrading of IFPS to make it compliant for the changes to the ICAO Flight plan format will be completed on time and deployed operationally in Nov 2012. This project alone has avoided the separate upgrading of all the flight plan processing systems of the pan-European ANSPs.

NM provides harmonised common core content training material for operational ATM staff. This delivers substantial savings in development costs for NM stakeholders.

To maximise the cost effectiveness of the value added support provided by NM it is essential that those functions are performed in a cost effective manner by NM.



3.4.3. NM Cost Effectiveness

Based on the EUROCONTROL Agency Business Plan 2012-2017, the NM budget should evolve as indicated below in the first reference period. The NM figure includes the NM planned budget and its share of the Agency overhead (current value is 38.7% for the years 2011-2017 although it is expected that it will drop to 30%)4. Network en-route costs are over 7 billion euro per year in 2012-2014. NM costs represent around 2.8% or less of total en-route costs over RP1 and NM intends to maintain or better this ratio.

Year 2011 2012 2013 2014 NM (incl. overhead) cost (nominal K€) 204,991 204,991 201,303 209,480

Total ER Costs (M€) 7,077 7,350 7,568 7,707 NM cost as % of total

ER costs 2.9 2.8 2.7 2.7

This efficiency gain over 2012-2014 results from the Agency Business Planning process and it will be achieved through more efficient network operations, reduced investments and reduced overheads. These efficiency gains create risks in two ways:

Any extension of NM activities will take place using existing operations costs, which will require prioritisation.

Reduced investment will put constraints on the ability of NM to prepare for the future in a timely manner. These risks are being managed through internal reviews of the operational and technical services, where plans are being made to shift resources excessively dedicated to running of existing services into an efficient response to NM and principal stakeholders’ services requirements’ evolutions in the medium term. The extra cost effectiveness of NM can be considered in two ways. First, it contributes to the overall cost effectiveness performance target. Alternatively, it provides some leeway to fund investment in the rationalisation of the technical architecture or be used to accelerate key NM projects such as the establishment of rapid, open and interactive technologies for NOP portal and B2B capabilities (request for 20% TEN-T funding to be submitted in 2012). NM objective is for NM costs to remain within 2.9% of total en-route network costs4

4 NM budget is being reviewed and NM may need to adjust its cost efficiency strategy and the cost objective stated here. A firm objective will be presented to NMB by end 2012 once budget processes are completed.



4. MILITARY DIMENSION Military authorities are an important CDM partner of NM influencing all performance areas due to their different role and type of operation. Effective CDM processes have allowed airspace design projects to take due account of military airspace needs, and facilitated the introduction of better and targeted conditional routes and enabled more efficient utilisation of military use airspace and the ATM route network. The flight efficiency benefits are included in the relevant section of this Plan. Sharing of status of military use airspace up to quasi real time gives more route options to proactive aircraft operators. It is also a prerequisite for the full implementation of free route airspace and the deployment of Initial 4D trajectory planning. The sharing of tools supporting Civil/military coordination and the setting up of real time data provision of availability of airspace and routes are 2 activities included in NM work programme. Military users are important operational stakeholders. NM strives to ensure that military users can perform their missions in a cost effective manner.

5. PREPARATION FOR RP2 NM has adopted a business strategy of focusing operationally to deliver the performance targets for the first applicable reference period and prepare itself for the following performance reference period horizon. As such NM is focused on RP1 but needs to be well prepared for RP2 2015-2019. The NSP drives network developments. It defines strategic objectives for all operational stakeholders including NM. Given that the NSP is not yet formally approved, NM’s view of RP2 activities needed to meet the NSP objectives is still maturing. With NSP approval by end 2012, NM will adapt its work programme during 2013 to align with the NSP objectives. NM contributes to SESAR work packages relating to network operations and network information management systems. The effort is resourced as part of EUROCONTROL’s contribution to SESAR and is not part of the NM cost. However this participation allows NM a substantive role in streamlining the future network operations concepts and enabling network systems. NM participates in prototyping and validation in SESAR and will be involved in SESAR deployment activities in these areas. In addition, the current NM work programme has a number of operational and technical development projects that are on-going. The detailed list of all NM activities in this area is in the DNM work programme. Given the relevance of many of these projects to the RP2 targets, a high level compilation of these projects is presented in the NM PP. The projects include:

Further evolutions of free route airspace (procedures, flight planning systems upgrade) Preparing ATFCM for Time based network operations including

o Short term ATFM measures o Change from CTOT to TTO o Linking ATFCM to ATC technical systems

Airport network integrated time-based operations Cooperative strategic and operational planning ASM –ATFCM including interoperability with local and sub-regional ASM tools



Airspace Data Repository and Demand Data Repository Wake Vortex, time based separation and recategorisation Development of the NOPortal as the consolidated gateway to live NM information and services by all

users, internal and external (B2B web services basis for SWIM) Service oriented Network Technical Systems architecture supporting better usage performance and

technical availability of NM services for all users Increased automation of flight plan processing Improvements to all aspects of network services delivery, (SLAs, identity and access management,

service management and reporting)

6. NM ENABLERS FOR NETWORK PERFORMANCE The NM contribution to performance is intrinsically linked to the co-operative approach laid down in the NMF regulation. This requires that there is confidence and trust in NM, which NM will endeavour to achieve through clarity of role and transparency of actions, solid relationships and a network spirit which is the cornerstone of SES. CDM processes are the tool and need to be in place from the start, be constantly reviewed and improved to reach maturity. [NSP objective SO1.] In support of the CDM processes at network level NM ensures that the relevant data are gathered, processed and shared with its partners. An effective information management and communication is assured through the dissemination of accurate, timely and consistent data to support decision-making processes. Network Operations Portal is the key NM tool that guarantees full transparency of data flows through sharing the relevant operational data throughout their life cycle, i.e. in strategic, pre-tactical, tactical and post-ops phases of flight operations. [NSP objective SO2.] The work of NM will be driven top down by the NSP, the network performance targets and the Network Operations Plan. An ongoing network operational monitoring and reporting function will ensure an updated operational performance picture allowing corrective actions to be identified and actioned in good time. The network systems level of service and continuity assurance will also be part of this monitoring activity. The NM will comply with the regulatory obligations established and cooperate with EASA in the fulfilment of their oversight functions as established by the European Commission. Internal safety, security and quality management systems will be amalgamated into an Integrated Management System with the aim of ensuring the right level of service and performance of NM within Eurocontrol Directorate Network Management. NM will also ensure that stakeholders comply with regulatory obligations pertinent to good network performance. It is important that ATFM IR obligations are monitored. NM will issues reports and liaise formally with stakeholders where there is evidence of non-compliance to ATFM rules. In particular, NM will monitor ATFM slot compliance and State exemptions for which there are target KPIs.



7. APPROVAL PROCESS, REVIEW AND MONITORING The NM performance plan will be presented to NMB in Spring 2012 and is expected to be approved by end 2012. The NMB monitoring approach, which addresses NSP objective SO1, is as follows:

NMB will review annually the progress against plan based on a report submitted by NM. NMB meets three times per year. Within the year, NM will report on KPIs and actions to enable NMB to

monitor progress. The KPI: route extension due route design is monitored per AIRAC cycle. The indicator will be

presented to each NMB. The status of relevant actions from the NOP that address route design will also be reported.

The KPI: route extension due to last filed flight plan is monitored per AIRAC cycle. The indicator will be presented to each NMB. The status of relevant actions from the NOP that address this will also be reported.

The KPI: enroute ATFM delay per flight is monitored per week. The indicator will be presented to each NMB.

The status of relevant actions from the NOP that address network and local capacity will also be reported.

It is planned to consult with NDOP on all performance reports and issues prior to NMB. Proposals for monitoring Scarce Resources and Crisis management will be presented to NMB by end 2012. Although there is no NM cost efficiency target for NM, NM will report to NMB annually on its efforts to manage its costs and to meet cost objectives set out in Part 2 NMPP. Likewise, although there is no NM safety target, NM will report to NMB annually on its efforts to manage its safety and to meet safety objectives set out in Part 2 NMPP for itself and the network. Section 8 presents an overview of the indicators that will be monitored wherever possible to track NM performance.



8. SUMMARY OF EXPECTED PERFORMANCE CONTRIBUTION BY NM

Indicators of NM performance KPI focus NM targets and objectives Capacity TARGETS

Reduce en-route ATFM delays by 10% below the declared plans for 2012-2014. Meet annual network delay target for each year in RP1

OBJECTIVES

Reduce airport generated delays by 5% at 5 airports in 2013 and 2014 Reduce first rotation delays by 5% per annum in 2013 and 2014 Save 120,000 minutes of weekend delay per year by 2013. Reduce the percentage of flights with delay (any cause) > 30 minutes from 2.6%

(2011 average) to 2.0%. Reduce the percentage of flights with en-route delay > 15 minutes from 0.87% (2011

average) to 0.75%. Reduce delay due to accepted rerouting proposals by 1000 minutes per day. Reduce the average daily number of ATFCM regulations that produce less than 200

minutes of delay to below 20 per day.

Environment TARGETS Reduction of 0.75% (relative to 2009) of route extension due to network design Reduction of 0.75% (relative to 2009) of route extension due to flight planning

OBJECTIVES

Develop and support deployment of 500 airspace changes in 2012-2014. Support implementation of free route in 25 ACCs by 2014. Increase annually the number of CDRs by 5% Increase annually the CDR1/2 availability and usage by an average of 5% Reduce route unavailability (in time and quantity) by 10% in 2013 and 2014 Reduction of vertical flight inefficiencies by 5% in 2014

Safety TARGETS

None OBJECTIVES

Identify Top 5 network safety risks 2012-2014. NM safety maturity level 3 by 2014 Assist and support 22 ANSPs in 2012-2014 to improve their SMSs Reduce the number of reported RF interferences by 5% year on year from 2013

onwards. Cost effectiveness

TARGETS None OBJECTIVES

NM costs as % of en-route costs remain at 2.9% or below4

Documents

Network Management Board - Eurocontrol\SECSUP\NETWORK MANAGEMENT BOARD\MEETINGS\4th meeting (7.6.12)\NMB-12-4-11- Item 6 NMPP.doc Network Management Board Working Paper NMB/12/4/11