International Civil Aviation Organization

World-wide CNS/ATM Systems

Implementation Conference

Rio de Janeiro, 11 – 15 May 1998

WW/IMP–WP/5

18/3/98

Item 2

Agenda Item 2:	Institutional issues

2.3	The management of global ATM systems

MANAGEMENT OF A GLOBAL ATM SYSTEM

(Presented by the Secretariat)

Action Paper

SUMMARY

This paper, while defining a global ATM system, requests the meeting to adopt a co-operative approach to the establishment and management of CNS/ATM systems infrastructure on the basis of homogeneous ATM areas and major international traffic flows.

1.	Introduction

1.1	The primary goal of an integrated global air traffic management (ATM) system is to enable aircraft operators to meet their planned times of departure and arrival and adhere to their preferred flight profiles with minimum constraints and no compromise to safety. To accomplish this goal, the technologies afforded through the communications, navigation and surveillance (CNS) system will have to be fully exploited through international harmonization of ATM standards and procedures. From the aircraft operator's point of view, it is desirable to equip aircraft operating internationally with a minimum set of avionics which would be usable everywhere.

2.

2.1	The regional planning process is the principal engine of ICAO's planning and implementation work. It is here that the top-down approach, comprising global guidance and regional harmonization measures, converges with the bottom-up approach constituted by planning by States and aircraft operators. However, the States' plans may be driven by local operational requirements, are likely to have different implementation time scales, require unique facilities and functions and may pose problems in interfacing with other States. This could result in patchwork, particularly for international traffic. Consequently, a better approach to planning on a large yet integrated scale, based on homogeneous ATM areas and major international traffic flows, has been adopted in many regions. It should eventually lead to the creation of a global ATM system.

3.	Homogeneous ATM areas and major international traffic flows

3.1	Homogeneous ATM areas

3.1.1	Homogeneous ATM areas can be understood as the areas which, among other considerations, have similar traffic density and complexity and similar air navigation infrastructure requirements.

3.1.2	The homogeneous ATM areas covering all regions, as presently identified by the regional planning groups, are illustrated in the appendix.

3.2	Major international traffic flows

3.2.1	Major international traffic flows can be understood as geographical bands defined by origin and destination. (Note: Major international traffic flows may cros several homogeneous ATM areas with different characteristics.)

3.2.2	The major international traffic flows covering all regions, as presently identified by the regional planning groups, are illustrated in the appendix.

4.	Characteristics of the approach to implementation of CNS/ATM systems based on homogeneous ATM areas and major international traffic flows

4.1	The main features of this approach are, inter alia:

a)	it envelopes multiple regions/multiple States;

b)	it may include various types of airspace: oceanic, continental en-route and terminal areas;

c)	it involves consideration of the air navigation infrastructure, traffic density and airspace users' needs;

d)	it has common ATM objectives;

e)	it has interoperable CNS systems;

f)	it absorbs the gate-to-gate concept;

g)	the infrastructure could be established by a multinational group, service providers or States;

h)	operational management rests with the multinational group, service providers or States;

i)	ICAO is providing leadership for overall co-ordination and institutional arrangements;

j)	there are early benefits to airspace users/States;

k)	as it lends itself to a business case; consequently, it is easier to approach financial institutions for funding the project;

l)	user charges are one of the means of cost recovery;

m)	there may be merit in the establishment of joint charges collection agencies; and

n)	user charges will serve as a source of repayment for the funding of ATM system projects by financial institutions.

5.

Recommendation 2/X	–	Identification of homogeneous ATM areas and major international traffic flows at the global and regional levels

That ICAO's regional planning groups identify homogeneous ATM areas and major international traffic flows at the global and regional levels, with the support of CNS/ATM implementation partners, to ensure the co-ordinated implementation of CNS/ATM systems resulting in a seamless environment for airspace users.

Recommendation 2/X	–	Planning and implementation of CNS/ATM systems by States

That States, at the global and regional levels, adopt planning and implementation of CNS/ATM systems on the basis of homogeneous ATM areas and major international traffic flows.

Recommendation 2/X	–	Planning and implementation of CNS/ATM systems by service providers and airspace users

That service providers and airspace users, at the global and regional levels, participate in the planning and implementation of CNS/ATM systems on the basis of homogeneous ATM areas and major international traffic flows.

Recommendation 2/X	–	Need for political commitment for implementation of CNS/ATM systems

That ICAO, in co-ordination with States and regional and sub-regional organizations, make arrangements to generate the necessary political will at the highest level possible needed to sustain the implementation of CNS/ATM systems.

6.

6.1	The conference is invited to:

a)	note the information presented in this paper; and

b)	agree with the recommendations in paragraph 5 above.

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WW/IMP–WP/5

Appendix

Corrigendum

APPENDIX

HOMOGENEOUS ATM AREAS AND MAJOR INTERNATIONAL TRAFFIC FLOWS

Area	Traffic flows	FIRs involved	Type of area covered	Remarks
Africa-Indian Ocean (AFI) Region
AR x	Europe — South America (EUR/SAM) (oceanic)	Canarias

Casablanca

Dakar Oceanic

Recife

Sal	Oceanic low density	Traffic flow

EUR/SAM
AR x	Atlantic Ocean interface between the AFI, NAT and SAM Regions	Accra

Dakar Oceanic

Johannesburg- Oceanic

Luanda

Sal	Oceanic low density	Homogenous area

AFI/NAT/SAM
AR x	Europe — Eastern Africa routes including the area of the Indian Ocean	Addis Ababa

Antananarivo

Cairo

Dar es Salaam

Entebbe

Khartoum

Mauritius

Mogadishu

Nairobi

Seychelles

Tripoli	Continental/ocenic low density	Traffic flow

AFI/EUR
AR x	Europe to Southern Africa	Algiers

Brazzaville

Gaborone

Johannesburg

Kano

Kinshasa

Luanda

Lusaka

N'Djamena

Niamey

Tunis	Continental low density	Traffic flow

AFI/EUR
AR x	Coastal routes over the Gulf of Guinea	Accra

Brazzaville

Dakar

Kano

Roberts	Continental low density	Homogenous area

AFI
AR x	Iberian Peninsula to Canaries	Canarias

Casablanca

Lisbon	Oceanic high density	Traffic flow

AFI/EUR
AR x	North Africa coastal area	Algiers

Cairo

Casablanca

Tripoli

Tunis	Continental/oceanic low density	Homogenous area

AFI/EUR
AR x	Continental Southern Africa	Beira

Gaborone

Harare

Bloemfontein

Capetown

Dar es Salaam

Durban

Johannesburg

Lilongwe

Luanda

Lusaka

Port Elizabeth

Windhoek	Continental low density	Homogenous area

AFI
AR x	Trans-Sahelian	Dakar

Kano

Khartoum

N'Djamena

Niamey	Continental low density	Homogenous area

AFI
AR x	Trans-Indian Ocean area interfacing with the ASIA/PAC Region	Antananarivo

Johannesburg- Oceanic

Mauritius

Perth

Seychelles	Oceanic high density	Homogenous area

AFI/ASIA
Asia/Pacific (ASIA/PAC) Regions
AR x	Asia/Australia and Africa	Melbourne, Jakarta, Singapore, Kuala Lumpur, Bangkok, Yangon, Madras, Colombo, Male, Bombay, and African FIR/UIRs	Oceanic low density	Traffic flow

AFI/ASIA/MID
AR x	Asia (Indonesia, north to China, Japan and Republic of Korea) and Australia/New Zealand	Nadi, Auckland, Nauru, Honiara, Oakland, Brisbane, Port Moresby, Melbourne, Biak, Ujung Pandang, Bali, Jakarta, Singapore, Kota Kinabalu, Manila, Ho Chi Minh, Hanoi, Phnom Penh, Vientiane, Bangkok, Kuala Lumpur, Yangon, Hong Kong, Taipei, Naha, Tokyo, Shanghai, Taegu, Guangzhou, Wuhan, Beijing	Oceanic high density	Traffic flow

ASIA/PAC
AR x	Asia and Europe via north of the Himalayas	Bangkok, Ho Chi Minh, Phnom Penh, Hanoi, Vientiane, Yangon, Kathmandu, Guangzhou, Kunming, Wuhan, Beijing, Urumqi, Shanghai, Shenyang, Lanzhou, Hong Kong, Taipei, Naha, Tokyo, Taegu, Pyongyang, Ulaanbaatar, Almaty, [Russian Federation FIRs, and European FIRs]	Continental high density/Continental low density	Traffic flow

ASIA/EUR/MID
AR x	Asia and Europe via south of the Himalayas	Manila, Ho Chi Minh, Hanoi, Vientiane, Phnom Penh, Bangkok, Yangon, Ujung Pandang, Bali, Kota Kinabalu, Jakarta, Singapore, Kuala Lumpur, Hong Kong, Colombo, Madras, Calcutta, Dhaka, Kathmandu, Kunming, Delhi, Bombay, Lahore, Karachi, [and Middle East/European FIR/UIRs]	Continental low density	Traffic flow

ASIA/EUR/MID
AR x	Asia and North America via the Russian Far East and the polar tracks via the Arctic Ocean and Siberia	Anchorage, Beijing, Canadian FIRs, Guangzhou, Hong Kong, Pyongyang, Russian Far East of 80E, Shanghai, Shenyang, Taegu, Tokyo, Wuhan and Ulaanbaatar.	Continental low density/Continental high density	Traffic flow

ASIA/EUR/NAM/NAT
AR x	Asia and North America (including Hawaii) via the Central and North Pacific	Anchorage, Oakland (at and north of a line drawn by LAX - HNL - Guam - MNL), Vancouver, Tokyo, Manila, Taipei, Hong Kong and Naha	Oceanic low density	Traffic flow

ASIA/NAM/PAC
AR x	New Zealand/ Australia and South America	Brisbane, Auckland, Nadi, Tahiti, [and South America FIR/UIRs]]	Oceanic low density	Traffic flow

ASIA/PAC/SAM
AR x	Australia/New Zealand, the South Pacific Islands and North America	Oakland (southern region), Nadi, Nauru, Honiara, Auckland, Tahiti, Brisbane and Port Moresby	Oceanic low density	Traffic flow

ASIA/NAM/PAC
AR x	South-East Asia and China, Republic of Korea and Japan	Ujung Pandang, Bali, Jakarta, Singapore, Kota Kinabalu, Manila, Ho Chi Minh, Phnom Penh, Hanoi, Vientiane, Guangzhou, Kunming, Wuhan, Shenyang, Beijing, Bangkok, Kuala Lumpur, Yangon, Hong Kong, Taipei, Naha, Tokyo, Shanghai, Taegu, Pyongyang	Oceanic high density	Traffic flow

ASIA
Caribbean/South American (CAR/SAM) Regions
ARx	South America — Western Africa and Western Europe	TBD	Oceanic low density/ Continental high density/Continental low density	Traffic flow

AFI/EUR/NAT/SAM
ARx	South America — Caribbean (East)	TBD	Oceanic low density/ Continental low density	Traffic flow

CAR/SAM
ARx	South America — Caribbean (West)	TBD	Oceanic low density/ Continental low density	Traffic flow

CAR/SAM
ARx	Within South America	TBD	Continental low density	Homogenous area

SAM
ARx	South America — Caribbean (Central)	TBD	Oceanic low density/ Continental low density	Traffic flow

CAR/SAM
ARx	Caribbean (West) — North America	TBD	Oceanic low density/ Continental high density	Traffic flow

CAR/NAM/NAT
ARx	Caribbean (East) — North America	TBD	Oceanic low density/ Continental high density	Traffic flow

CAR/NAM/NAT
ARx	Caribbean (West/Central/ East) — Europe	TBD	Oceanic low density/ Continental high density	Traffic flow

CAR/EUR/NAT
European (EUR) Region
ARx	Western/Central Europe — Asia (trans-Siberia)	TBD	Continental low density/Continental high density	Traffic flow

ASIA/EUR/MID
ARx	Eastern Europe — Middle Asia	TBD	Continental low density	Traffic flow

ASIA/EUR/MID
ARx	Europe — Central Asia/Pacific	TBD	Continental low density	Traffic flow

ASIA/EUR/MID/PAC
ARx	Western Europe — Eastern Europe	TBD	Continental low density/Continental high density	Homogenous area EUR
North Atlantic (NAT) Region
ARx	North America — Western/ Central Europe	TBD	Oceanic high density/ Continental high density	Traffic flow

EUR/NAM/NAT
Middle East (MID) Region
ARx	Arabian Peninsula and Egypt	Amman, Baghdad, Bahrain, Beirut, Cairo, Damascus, Emirates, Jeddah, Kuwait, Muscat, Sana'a, Tel Aviv	Continental high density/oceanic high density	Mainly intra- and inter-regional (to EUR, ASIA/PAC, AFI, NAM): some overflying (EUR/ASIA)
ARx	Iran — Afghanistan	Tehran, Kabul	Continental high density	Mainly overflying (EUR/ASIA/PAC): some intra- and inter-regional

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