NATS-Annual-Report-2015

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Annual Report and Accounts 2015 | NATS Holdings Limited Strategic Report 28 Safety, regulatory and economic environment (continued) The CAA had previously advised that market conditions were not present but following the transfer of service inhouse to Birmingham airport and the loss of the Gatwick contract, it concluded in May 2015 that market conditions did now exist within the UK. By the end of 2016, the CAA expects to see at least half of the airport operators whose contracts are nearing termination to have begun some form of open tender for TANS provision. In the absence of this, the CAA will conduct a further review of the market which could be a full competition assessment. NATS remains focused on supporting positive outcomes for customers and passengers by improving performance. We also continue to support efforts by the EC, UK Government and regulators to encourage the liberalisation of those TANS markets across Europe that are closed to any meaningful competition. Separate from SES regulation, over the past year the CAA has carried out further reviews of NERL’s licence and is consulting on draft proposals for enhanced ring-fencing and governance. The company has submitted its response and recommendations to address the points that the CAA has raised. Single European Sky ATM Research (SESAR) As a step towards modernising air traffic systems, the Europe-wide SESAR deployment programme was set up to develop and validate innovative technologies. TBS, XMAN and DRA (discussed above) are examples of SESAR technologies. The SESAR Deployment Alliance (SDA) was appointed in December 2014 by the EC to coordinate the deployment of SESAR technologies across Europe in the next decade. This organisation is known as the SESAR Deployment Manager (SDM). NATS played a key role in bringing together the SDM which comprises an alliance of the largest European air navigation service providers, four airlines and 25 airports. NATS aims to be at the forefront of efforts to improve the management of Europe’s airspace and intends to influence the deployment schedule to secure benefits for customers as early as practicable. European funding is available to support the deployment of SESAR technology and we will seek to ensure that appropriate funding is provided for investments made by NATS. Within NATS we are reviewing our own plans for deploying SESAR technologies. Our ambition is to accelerate their roll out in the UK in RP2 in order to realise benefits for customers as soon as we can, enabling us to reduce investment in legacy equipment and support further improvements in our service in the next Reference Period (RP3). However, this requires significant change to our infrastructure and will be challenging to deliver in the timescales. Our focus will be on two key projects: transitioning the area control operation at Swanwick into a temporary operations room, to allow the installation of a combined operations room for both area and terminal control using a common technology platform; and, on delivering the first deployment of a new flight data processing system at Prestwick. Strategic Report
Annual Report and Accounts 2015 | NATS Holdings Limited Strategic Report 29 Safety, regulatory and economic environment (continued) UK aviation strategy The UK’s Future Airspace Strategy (FAS) is designed to modernise airspace and the air transport route network to meet SES objectives. It includes the en route airspace managed collectively by the UK and Ireland FAB. It is part of the Government’s transport policy and involves NATS, airlines, airports and other aviation stakeholders. The most significant changes to airspace will be in the South East of England where London’s five big airports and many smaller aerodromes create some of the world’s busiest and most complex skies. NATS priorities in this respect are: to develop the terminal airspace design for the South East of England London Airspace Management Programme (LAMP) and the Northern Terminal Control Area (NTCA); to embed arrival management capabilities into en route to stream traffic efficiently into the terminal environment; and to enhance the performance of upper airspace as part of the UK-Ireland FAB. LAMP will deliver high level network changes in phases. It will revise airspace and the route network around London and is an important enabler of improved flight efficiency and the fuel savings customers want for RP2. Public consultation on the first phase of LAMP was completed in the last financial year and included changes to some of the airspace serving Gatwick, London City, Stansted, and to a lesser extent Biggin Hill and Southend airports. As a result of the significant opposition Gatwick airport received from local communities to its consultation last summer and, in consultation with our FAS colleagues, it became necessary to postpone the submission of proposed high level network changes (above 4,000ft) relating to the airport which were part of Phase 1 of LAMP. This change is now scheduled for later in the LAMP programme. NERL will now progress with the implementation of changes for Stansted, London City and parts of the en route network. The issues being addressed by FAS are necessary to accommodate the growth in demand for aviation and are independent of any decision which may be made to build new runway capacity in the South East, which is being considered by the Airports Commission. NATS contributed to the assessment of the safety and operational efficiency of the options being considered and has concluded that all are viable from an airspace and service delivery perspective and can support the traffic levels assumed. The Commission is expected to issue its report shortly. Strategic Report
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NATS-Annual-Report-2015

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