Explanatory Memorandum to COM(2013)410 - Implementation of the Single European Sky (recast) - Main contents
Please note
This page contains a limited version of this dossier in the EU Monitor.
| dossier | COM(2013)410 - Implementation of the Single European Sky (recast). |
|---|---|
| source | COM(2013)410  |
| date | 11-06-2013 |
The Single European Sky (SES) initiative aims to improve the overall efficiency of the way in which European airspace is organised and managed through a reform of the industry providing air navigation services (ANS). Its development has involved two comprehensive legislative packages – SES I and SES II composed of four regulations – and over 20 Commission implementing rules and decisions. The framework of the four SES regulations is intertwined with the development of the European Aviation Safety legislation, the latter comprising a number of tasks entrusted to the European Aviation Safety Agency (EASA) i and the launch of a comprehensive project to modernise equipment and systems for air navigation services under the SESAR title i. Existing rules touch upon five interrelated pillars addressing performance, safety, technology, the human factor and airports.
The experience gained with SES I since 2004 and SES II since 2009 has shown that the principles and direction of the SES are valid and warrant a continuation of their implementation. However the initiative is experiencing significant delays in its implementation, notably in the achievement of the performance goals and the deployment of its basic elements (such as functional airspace blocks (FABs) or National Supervisory Authorities (NSAs)).
In 2009, when adopting the SES II package, the legislator decided that SES II would be done in two stages and invited the Commission to come back to do an alignment of SES and EASA regulations after the initial set of EASA implementing measures and audit experiences concerning ANS was in place i. A recast of the legislative package was therefore already foreseen, primarily aiming at simplifying and clarifying the border line between EASA and SES legal frameworks.
The process of recast also gives the opportunity to assess the effectiveness of the existing legal provisions in the light of the lack of timely implementation of the SES initiative. This process of revision of the SES legal framework, known under the abbreviation of SES 2+, is intended to accelerate the implementation of the reform of air navigation services without departing from its original objectives and principles. It is also part of the Single Market Act II i initiative and aims hence to improve the general competitiveness and growth of the EU economy and not just that of the air traffic management system.
The purpose of the SES 2+ package is to introduce improvements in oversight of rules, the performance scheme, the customer focus of the service providers and in overall performance.
In addition, the SES 2+ package will simplify the legislation by eliminating certain overlaps in the existing framework. Concerns have been raised about several overlapping areas existing in the SES framework and there is also a need to clarify the roles of the various actors at EU-level. This alignment between the four SES Regulations and the EASA Basic Regulation i, is a purely technical adaptation measure already required by the legislation. Due to the extent of overlap between the Regulations, a recast of the remaining parts of the four SES Regulations into one is a logical consequence of that adaptation.
The first problem area addressed in SES2+ is the insufficient efficiency of Air Navigation ANS provision remains relatively inefficient in terms of cost- and flight efficiency as well as the capacity offered. This is highlighted by a comparison with the United States, which covers similar sized airspace. In the US, the en-route airspace is controlled by a single service provider as opposed to 38 en-route service providers in Europe. The US service provider controls almost 70% more flights with 38% less staff. The main root causes for this difference in productivity in Europe are the shortcomings in setting up and enforcing the performance scheme, ineffective supervisory authorities and the disproportionally high amount of support staff in the service providers.
The second key problem addressed is a fragmented ATM system. The European ATM system consists of 27 national authorities overseeing in total over a hundred Air Navigation Service Providers (ANSPs), with the associated variance in systems, rules and procedures. There is a large amount of additional costs caused by the fact that Europe has a large number of service providers, each procuring their own systems, mostly training their own staff, creating their own operating procedures and being limited territorially to providing services in a small airspace. To overcome fragmentation, the SES has introduced the ideas of cross-border Functional Air Blocks (FABs) and the centralised Network Manager to run certain network level services. However, FABs are not yet performance oriented and the Network Manager remains too weak.
General objective:
To improve the competitiveness of the European air transport system vis-à-vis other comparable regions and in particular to develop further the Single European Sky initiative.
Specific objectives:
· To improve the performance of air traffic services in terms of efficiency.
· To improve the utilisation of air traffic management capacity.
Operational objectives:
· To ensure that the provision of Air Navigation Services is transparent, based on market principles and customer value.
· To strengthen the role of the National Supervisory Authorities.
· To strengthen the process of setting up targets and enforcing the performance scheme (including the reinforcement of the Performance Review Body/Performance Review Unit (PRB/PRU).
· To undertake a strategic redirection of Functional Airspace Blocks.
· To strengthen the governance and operational scope of the Network Manager.
Contents
- RESULTS OF CONSULTATIONS WITH THE INTERESTED PARTIES AND IMPACT ASSESSMENTS
- LEGAL ELEMENTS OF THE PROPOSAL
- Problems addressed
- 3.1. Recast (throughout the Regulation)
- 3.2. National authorities (Articles 3, 4 and 5 and Article 2, definition 36)
- 3.3. Performance and charging schemes (Articles 11, 12, 13 and 14)
- 3.4. Functional Airspace Blocks (Article 16)
- 3.5. Support services (Articles 10 and Article 2, definition 37)
- 3.6. Network Management (Articles 17 and Article 2, definitions 7, 9 and 10)
- 3.7. Involvement of airspace users (Article 19)
- 4. OPTIONAL ELEMENTS
A three-month public consultation was performed between September and December 2012 on the DG MOVE website. In addition two high-level events – a conference in Limassol and a hearing in Brussels – have been organised and numerous bilateral meetings with all affected stakeholders have taken place to support the preparation of this initiative.
An impact assessment (IA) has been prepared by DG MOVE to support legislative proposals on improving efficiency, safety and competitiveness of the Single European Sky. The package proposes revising the four SES Regulations ((EC) Nos 549-552/2004, as amended by Regulation (EC) No 1070/2009) and the EASA Basic Regulation (Regulation (EC) No 216/2008, as amended by Regulation (EC) No 1108/2009)[9]. This initiative concerns agenda planning number (EU) No 2014/MOVE/001. The impact assessment roadmap has also been published on the website of the Commission[10].
The four SES Regulations have been merged into a single regulation, which has necessitated a number of changes throughout them. The new rule is structured in five chapters based on the actors concerned:
- Chapter I: General provisions
- Chapter II: National authorities
- Chapter III: Service provision
- Chapter IV: Airspace
- Chapter V: Final provisions
In addition, some of the contents which overlapped with the existing Regulation (EC) No 216/2008 have been removed from the SES Regulations and certain small details from these removed sections have been reproduced in Regulation (EC) No 216/2008, in order to underline the continuity of approach. Most provisions have been removed from Regulation (EC) No 552/2004, which is now deleted in its entirety, except for certain details related to Annex I on notified bodies, which have been merged with the annex on qualified entities, as well as some general descriptive paragraphs in Annex II, which are reproduced in Annex Vb of Regulation (EC) No 216/2008 to stress the need for continuing existing policies.
In line with the view that the Commission should focus on economic regulation and in particular on the performance scheme and SESAR, whereas EASA(now EAA, under the agreement on standardisation of Agencies) supports the process through co-ordinating all technical rule drafting, a new Article 28 has been added to describe the manner in which the consistency between SESAR policies and new technical rules can be ensured.
Finally, the new rules on implementing and delegated acts stemming from the Lisbon Treaty have been included throughout the Regulation.
One of the major needs for action identified in the impact assessment has been the need to strengthen the national authorities, both as regards their independence and their expertise and resources. For that purpose Article 3 describes the level of independence required from the authorities vis-à-vis the service providers they are intended to oversee. Due to the need in some Member States to carry out some administrative reorganisation, a transitional period is also foreseen until 2020. Furthermore more explicit requirements are set on the competences and independence of the staff hired, as well as strengthening the independent funding of the authorities through the route charges scheme Article 14.
To improve expertise amongst the authorities, a network of national authorities is foreseen in Article 5, including also the possibility of pooling experts so that States may benefit of experts coming from other Member States.
Finally, a definition of the term National Supervisory Authority has been added, whereby it is clarified that for the purposes of this Regulation the competent authorities under Regulation (EC) No 216/2008 are considered to be National Supervisory Authorities, so that no second layer of administration is required.
The Article 11 on performance scheme has been amended to rationalise the process of target setting and to allow focusing of target setting more at the local level. This allows for more educated tailored setting of targets.
Small adjustments to support this have also been made to Articles 12 and 13 on charging and the text has also been updated so that the provision concerning funding of authority tasks covers also the extension of EASA under Regulation (EC) No 1108/2009 to perform some of those tasks.
The article was amended already under Regulation (EC) No 1070/2009 to give the functional airspace blocks (FABs) more of a performance focus and this process is continued in this revision. The FABs should not be seen as static blocks of airspace, but as industry-led initiatives to seek improvements in overall service provision. For that to be possible, the industry needs to be given more flexibility to develop the FABs, even to devise different types of FABs, depending on where they expect to find the most synergies. Therefore the focus of the article is now more on flexible 'industrial partnerships' and the measure of success will be the level of performance improvements achieved.
Since analysis has shown that most improvement potential exists in the services that are provided to support the core air traffic services and since these services by their nature could also be provided under market conditions, the former Article 9 of Regulation (EC) No 550/2004 has been deleted and replaced with an article concerning the provision of support services under normal public procurement rules. The core air traffic services, which are considered to be natural monopolies, remain under the requirement to designate them, but support services should be allowed to develop freely, using the full potential of expertise also from other sectors. A safeguard clause has been included, based on the model of Article 4 of Regulation (EC) No 1008/2008 to ensure vital security and economic interests are not endangered. A transitional period is foreseen until 2020.
Finally, a definition of support services is included in Article 2 (37) to explain which services are targeted with this provision.
The Article 17 on network management has been updated in two ways. First, the previously inconsistent article has been reorganised to bring the listing of all of the services that the Network Manager provides into paragraph 2 and elements that were related to technical implementing rules on air traffic flow management – and hence not to the Network Manager itself – have been relocated in Annex Vb of Regulation (EC) No 216/2008, which already included the relevant provisions concerning flow management rules. In connection with this, a reference to the aeronautical information portal has been added to paragraph 2 as this service is already to some extent integrated in the Network Manager, but not expressly mentioned in the Regulation.
Secondly, the article has been revised to align it with the language used in Regulation (EC) No 1108/2009, naming the 'functions' as 'services' and treating the Network Manager consistently in the same manner as other service providers insofar as certification, oversight and safety requirements are concerned. The language of the relevant definitions has also been updated accordingly.
Finally, a provision has been included in Article 17 to cover the further development of the Network Manager in the direction of an industrial partnership by 2020.
The need to introduce more customer focus on the air navigation service providers was identified as one area of improvement in the impact assessment. A new Article 19 has been created to ensure the airspace users are consulted and also involved in the approval of investment plans.
A shorter separate explanatory memorandum has been created to accompany the proposed amendments to the EASA Basic Regulation, i.e. Regulation (EC) No 216/2008.
The proposal has no impact on EU Budget, as all the functions addressed in it already exist today.
ê 549/2004 (adapted)