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{\listoverride\listid-130\listoverridecount0\ls9}{\listoverride\listid-131\listoverridecount0\ls10}{\listoverride\listid-132\listoverridecount0\ls11}}{\info{\title Sanja Steiner, Ph}{\author mirko}{\operator Sanja Steiner}
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\paperw11906\paperh16838\margl1417\margr1417\margt1417\margb1417 \widowctrl\enddoc\aenddoc\hyphhotz425\makebackup\aftnnar\noxlattoyen\expshrtn\noultrlspc\dntblnsbdb\nospaceforul\hyphcaps0\formshade\horzdoc\dghspace120\dgvspace120\dghorigin1701
\dgvorigin1984\dghshow0\dgvshow3\jcompress\viewkind1\viewscale100\nolnhtadjtbl \fet1\sectd \linex0\headery709\footery709\colsx709\endnhere\sectdefaultcl {\*\pnseclvl1\pnucrm\pnstart1\pnindent720\pnhang{\pntxta .}}{\*\pnseclvl2
\pnucltr\pnstart1\pnindent720\pnhang{\pntxta .}}{\*\pnseclvl3\pndec\pnstart1\pnindent720\pnhang{\pntxta .}}{\*\pnseclvl4\pnlcltr\pnstart1\pnindent720\pnhang{\pntxta )}}{\*\pnseclvl5\pndec\pnstart1\pnindent720\pnhang{\pntxtb (}{\pntxta )}}{\*\pnseclvl6
\pnlcltr\pnstart1\pnindent720\pnhang{\pntxtb (}{\pntxta )}}{\*\pnseclvl7\pnlcrm\pnstart1\pnindent720\pnhang{\pntxtb (}{\pntxta )}}{\*\pnseclvl8\pnlcltr\pnstart1\pnindent720\pnhang{\pntxtb (}{\pntxta )}}{\*\pnseclvl9\pnlcrm\pnstart1\pnindent720\pnhang
{\pntxtb (}{\pntxta )}}\pard\plain \qc \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang1031\langfe1050\langnp1031 Sanja Steiner, D.Sc.
\par }{\fs24\lang2057\langfe1050\langnp2057 University of Zagreb
\par Faculty of  Transport and Traffic Engineering
\par E-mail:ssteiner@fpz.hr
\par }{\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s18\qc \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs28\lang1050\langfe1050\cgrid\langnp1050\langfenp1050 {\lang2057\langfe1050\langnp2057 ATM ASPECTS OF BETTER CONNECTION BETWEEN THE BALTIC AND THE ADRIATIC/MEDITERRANEAN

\par }\pard\plain \ql \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
\par 
\par }\pard\plain \s2\ql \li0\ri432\keepn\widctlpar\faauto\outlinelevel1\adjustright\rin432\lin0\itap0 \fs28\lang1050\langfe1050\cgrid\langnp1050\langfenp1050 {\lang2057\langfe1050\langnp2057 Introduction
\par }\pard\plain \ql \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\lang2057\langfe1050\langnp2057 
\par }\pard \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
In analysing air traffic management in the area covered by the Baltic-Adriatic initiative, one has to take into account the general diversities of the two groups of relevant countries, meaning the developed countries of the European Union and
 the countries in the process of political and economic transition.
\par }\pard\plain \s21\qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs24\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\lang2057\langfe1050\langnp2057 
Actual problems of air traffic include saturation of international Euro-zone air routes and the impossibility of conventional air traffic control systems in keeping up with further traffic
 growth. Operational implications are reflected in the delay of flight operations with negative connotations for international operators (increase of exploitation costs), impossibility of increasing airport capacities, and indirectly also in environmental
 and safety aspects of air traffic exploitation.
\par The disintegration of the former Soviet Union, Czechoslovakia and Yugoslavia, at the beginning of the 90s, divided air traffic control of a relatively small European airspace into more than 60 national systems.
\par }\pard\plain \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
The impossibility to organise more efficient air traffic management in Europe, under the conditions of traffic growth at an annual rate of 5-6%, is due to different technical and technological air traffic control systems and various institutional manage
ment concepts at national levels.
\par }\pard \ql \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par }{\fs28\lang2057\langfe1050\langnp2057 Development planning 
\par }\pard \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s15\qj \fi720\li0\ri432\widctlpar\tx567\faauto\adjustright\rin432\lin0\itap0 \fs24\lang1050\langfe1050\cgrid\langnp1050\langfenp1050 {\lang2057\langfe1050\langnp2057 
The adopted development plans of the European air traffic at global and regional level, i.e. within the scope of mission of the intergovernmental organisations ICAO}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain 
\s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ ICAO \endash  International Civil Aviation Organisation.}}}{\lang2057\langfe1050\langnp2057 , ECAC}{
\cs20\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ ECAC \endash 
 European Civil Aviation Conference.}}}{\lang2057\langfe1050\langnp2057  with the associated JAA}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 
\fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ JAA \endash  Joint Aviation Authorities.}}}{\lang2057\langfe1050\langnp2057  and EUROCONTROL}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain 
\s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ EUROCONTROL \endash  European Organisation for the Safety of Air Navigation.}}}{\lang2057\langfe1050\langnp2057 
, are directed towards several relevant aspects:
\par {\pntext\pard\plain\f3\lang2057\langfe1050\langnp2057 \loch\af3\dbch\af0\hich\f3 \'b7\tab}}\pard\plain \qj \fi-357\li714\ri432\widctlpar\tx360{\*\pn \pnlvlblt\ilvl0\ls1\pnrnot0\pnf3\pnstart1\pnindent360\pnsp120\pnhang{\pntxtb \'b7}}
\faauto\ls1\adjustright\rin432\lin714\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 Development and introduction of sophisticated communications, navigation and surveillance systems;
\par {\pntext\pard\plain\f3\lang2057\langfe1050\langnp2057 \loch\af3\dbch\af0\hich\f3 \'b7\tab}}\pard \qj \li360\ri432\widctlpar\tx360{\*\pn \pnlvlblt\ilvl0\ls1\pnrnot0\pnf3\pnstart1\pnindent360\pnsp120\pnhang{\pntxtb \'b7}}
\faauto\ls1\adjustright\rin432\lin360\itap0 {\fs24\lang2057\langfe1050\langnp2057 Co-ordination of technical and technological standards;
\par {\pntext\pard\plain\f3\lang2057\langfe1050\langnp2057 \loch\af3\dbch\af0\hich\f3 \'b7\tab}}\pard \qj \li360\ri432\widctlpar\tx360{\*\pn \pnlvlblt\ilvl0\ls1\pnrnot0\pnf3\pnstart1\pnindent360\pnsp120\pnhang{\pntxtb \'b7}}
\faauto\ls1\adjustright\rin432\lin360\itap0 {\fs24\lang2057\langfe1050\langnp2057 Separation of regulatory and operational function (regulators and providers);
\par {\pntext\pard\plain\f3\lang2057\langfe1050\langnp2057 \loch\af3\dbch\af0\hich\f3 \'b7\tab}}\pard \ql \fi-357\li717\ri432\widctlpar\tx360{\*\pn \pnlvlblt\ilvl0\ls1\pnrnot0\pnf3\pnstart1\pnindent360\pnsp120\pnhang{\pntxtb \'b7}}
\faauto\ls1\adjustright\rin432\lin717\itap0 {\fs24\lang2057\langfe1050\langnp2057 Implementation of unique safety regulations including implementation supervision mechanisms;
\par {\pntext\pard\plain\f3\lang2057\langfe1050\langnp2057 \loch\af3\dbch\af0\hich\f3 \'b7\tab}}\pard \qj \li357\ri432\widctlpar\tx360{\*\pn \pnlvlblt\ilvl0\ls1\pnrnot0\pnf3\pnstart1\pnindent360\pnsp120\pnhang{\pntxtb \'b7}}
\faauto\ls1\adjustright\rin432\lin357\itap0 {\fs24\lang2057\langfe1050\langnp2057 Optimisation of air traffic flow management.
\par }\pard \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par The European Air Traffic Management Program - EATMP is an expansion and logical follow-up of EATCHIP}{\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 
\fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ EATCHIP \endash  European Air Traffic Control Harmonisation and Integration Programme.}}}{\fs24\lang2057\langfe1050\langnp2057 
 program from the 90s, which defines the development guidelines of integrated European air traffic management until the year 2015, the implementation instruments through ATM Strategy after 2000}{\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn 
{\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ At 6}{\super th}{
 ECAC Ministerial meeting (MATSE), held on 28 January 2000, the new development strategy of the European air traffic - ATM Strategy 2000+ - was accepted.}}}{\fs24\lang2057\langfe1050\langnp2057 
 and portfolio of projects under the authority of EUROCONTROL, as well as the development dynamics.
\par }\pard\plain \s1\qj \fi720\li0\ri432\keepn\widctlpar\faauto\outlinelevel0\adjustright\rin432\lin0\itap0 \fs24\lang1050\langfe1050\cgrid\langnp1050\langfenp1050 {\lang2057\langfe1050\langnp2057 
The development concept of the European ATM system is fully complementary with the ICAO Global Transition Plan for the Implementation CNS/ATM System (previous FANS Concept).
\par }\pard\plain \s21\qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs24\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\lang2057\langfe1050\langnp2057 Within the context of wider traffic approach, i.e. the adopted pro
gram for the development of Trans-European traffic network (TEN-T) under the authority of UN-ECE}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 
\fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ UN-ECE \endash  United Nations-Economic Commission for Europe.}}}{\lang2057\langfe1050\langnp2057  and EU-EC}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn 
{\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ EU-EC \endash  European Union-European Commission.}}}{
\lang2057\langfe1050\langnp2057 , and the EU Common Transport Policy and in 
air traffic segment, the emphasis in development is placed on recognising environmental aspects, traffic flow management efficiency supported by application of intelligent transport systems, interoperability of traffic modules and mainly the safety aspect
s of exploitation.
\par In this respect EUROCONTROL as support to ECAC participates in the following programs: EGNOS}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 
\fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ EGNOS \endash  European Geostationary Navigation Overlay Service.}}}{\lang2057\langfe1050\langnp2057 , ECARDA}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn 
{\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ ECARDA \endash  European Coherent Approach for Research and Development in ATM.}}}{
\lang2057\langfe1050\langnp2057  and TEN}{\cs20\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super 
\chftn }{ TEN \endash  Trans-European Networks.}}}{\lang2057\langfe1050\langnp2057 .
\par }\pard\plain \s22\qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs24\lang1050\langfe1050\cgrid\langnp1050\langfenp1050 {\lang2057\langfe1050\langnp2057 With the aim of establishing a \'abSingle European Sky\'bb
 the European Committee has founded the High-level Group to assess the reform of ATM system in Europe.
\par In solving the problem of fragmentary character of the European space regarding air traffic regulation and control, the EC High-level Group has to solve three basic hindrances in realisation of the \'abSingle European Sky\'bb concept:
\par }\pard \s22\ql \fi-360\li1080\ri432\widctlpar\tx1080\faauto\adjustright\rin432\lin1080\itap0 {\f3\lang2057\langfe1050\langnp2057 \'b7\tab }{\lang2057\langfe1050\langnp2057 Issue of increasing operational ATS efficiency (commercialisation/privatisation of
 ATS providers),
\par }{\f3\lang2057\langfe1050\langnp2057 \'b7\tab }{\lang2057\langfe1050\langnp2057 Issue of a single regulator,
\par }{\f3\lang2057\langfe1050\langnp2057 \'b7\tab }{\lang2057\langfe1050\langnp2057 Issue of co-ordinating civil and military users.
\par }\pard\plain \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s21\qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs24\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\lang2057\langfe1050\langnp2057 
In the assumptions of the model of future European air traffic management an extremely important role belongs to a wider co-operation with national regulato
rs in ECAC countries EU-non-members, as well as with stakeholder unions. The adopted model will consequently refer to a wider European region, mainly the countries in transition that tend to join EU, where adopting the EU solution is not just a question o
f
 political will but also of objective possibilities regarding legal, financial and human resources. In this respect, from the standpoint of associated transition countries, the planning of instruments of financial and technical support in the European ATM
 reform are suggested.
\par }\pard\plain \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s2\ql \li0\ri432\keepn\widctlpar\faauto\outlinelevel1\adjustright\rin432\lin0\itap0 \fs28\lang1050\langfe1050\cgrid\langnp1050\langfenp1050 {\lang2057\langfe1050\langnp2057 Current state estimation
\par }\pard\plain \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
\par The comparison analysis of air traffic volume in the EU countries and in the countries in transition shows significant differences. Traffic within the EU countries in 1998 amounted to ca. 241 billion passenger kilometres, whereas in the CEEC}{
\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ CEEC \endash 
 Central and Eastern European Countries.}}}{\fs24\lang2057\langfe1050\langnp2057  countries (applying for EU membership) it amounted to 18.7 billion passenger kilometres or almost thirteen times less.
\par The standard of using this transport mode is articul
ated on the average by the volume of 642 passenger kilometres per person and year in EU, and 178 passenger kilometres per person and per year in the countries in transition, which means 3.5 times less (1998).}{
\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{
 Source: Eurostat, national statistics; Study for Energy and Transport DG.}}}{\fs24\lang2057\langfe1050\langnp2057 
\par Regarding geo-traffic aspect, all the countries in transition are in Europe, all are ICAO members and most of them are ECAC members. The countries in transition cover about 2.5 million km}{\fs24\lang2057\langfe1050\super\langnp2057 2}{
\fs24\lang2057\langfe1050\langnp2057  out of a total of 10.2 million km}{\fs24\lang2057\langfe1050\super\langnp2057 2}{\fs24\lang2057\langfe1050\langnp2057  of
 the European area or almost one fourth of Europe. Further, the countries in transition operate with about 50 airlines and a fleet amounting to more than 100 jet aircraft, out of which more than 70% are of eastern technology, i.e. incompatible with JAR/FA
R standards.
\par The analysis of economic development indicators in certain countries in transition, e.g. indicative growth of industrial production}{\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain 
\s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ Growth of industrial production in 1999 compared to 1995 amounted in: Estonia 57%, Hungary 39.8%, Latvia 44.9%
, Poland 30.4%. Source: European Conference of Ministers of Transport, Statistics.}}}{\fs24\lang2057\langfe1050\langnp2057 
 and consequent dynamisation of cargo and passenger traffic flows, confirms the forecasts of significant growth in air traffic towards Western Europe (EU), and also of traffic among the countries in transition.
\par There is an analogue growth in passenger traffic at the major international airports of the countries in transition, which in 1998 compared to 1995 amounted in: Poland 60.5%, Slovakia 57%, Estonia 51%, the Czech Republ
ic 44%, Hungary 34%, Lithuania 31%, Slovenia 23%.}{\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {
\cs20\super \chftn }{ Source: Airport Council International.}}}{\fs24\lang2057\langfe1050\langnp2057 
\par These growth indicators support the tendency of gradual expansion of the European aviation market with a shift to the European East and the n
eed to validate the demand of establishing a more direct connection precisely of the regions between the Baltic and the Adriatic. Regarding lack or insufficiency of direct lines in the flight schedules of national companies, it is assumed that a great par
t
 of air traffic between the countries in transition is realised indirectly through airport terminals and by operators in the EU countries. Regarding increase in European airspace capacity, and more rational use of geo-traffic benefits, it would be wise to
 consider the justification of tracking a new Baltic-Adriatic air corridor in the European route network.
\par The main barriers to the integration of national air traffic systems of the countries in transition in the European air traffic system, i.e. in the international traffic flows, can be generalised through the following problems}{
\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{\f31  Source: B. Galovi\'e6
, S. Steiner, Z. Miljac: Worldwide Standards Implementation Aspects for Transition Countries. 17}{\super th}{ Annual FAA/JAA International Harmonization Conference, Panel Discussion 1 \endash  Presentation Material, June 5-9, 2000, Chicago, Illinois, USA.
}}}{\fs24\lang2057\langfe1050\langnp2057 :
\par }\pard \qj \fi-360\li720\ri432\widctlpar\tx720\faauto\adjustright\rin432\lin720\itap0 {\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 CAA structure and administration staff,
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 Legal issues \endash  non-compliance regulations,
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 Financial problems \endash  free market, commercialisation/privatisation of the traffic infrastructure operational sector.
\par }\pard \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
Basic prerequisites of a more progressive development approach regarding synchronisation of ATM development concepts can be identified for the countries in transition, also applicable to other modes of transport i.e. the whole transport sector:
\par }\pard \qj \fi-360\li720\ri432\widctlpar\tx720\faauto\adjustright\rin432\lin720\itap0 {\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 
clearly defined national strategies of transport development in accordance with the strategic orientation of network integration into a single European traffic whole;
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 strict division of functions of regulators (CAA) and operational management (providers);
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 adoption of European traffic regulations and technical standards;
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 selection of optimal form of managing traffic infrastructure predominantly owned by the government (commercialisation/privatisation);
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 institutional restructuring of service providers and adoption of the principles of free market by the operational services;
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 updating of proposals regarding priority programs and the accompanying projects of traffic infrastructure development;
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 application of financial and technical support of EU partners.
\par }\pard \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s21\qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs24\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\lang2057\langfe1050\langnp2057 
In creating and implementing strategic air traffic development guidelines at national levels, as well as in the preparation of associated programs, it is necessary to insure expert and technical support of the relevant European 
aviation associations and supervision processes. This mainly refers to restructuring of national regulators (CAA) and adequate specialisation of administration personnel as well as the implementation of complied safety regulations.
\par }\pard\plain \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s3\qj \li0\ri432\keepn\widctlpar\faauto\outlinelevel2\adjustright\rin432\lin0\itap0 \fs28\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\lang2057\langfe1050\langnp2057 Traffic Demand Forecast
\par }\pard\plain \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
\par Traffic demand forecast is extremely important for the planning of aviation capacities. Over the last years, in Europe, the sensitivity of strict plans of route network to unforeseen specific conditions has come to the fore, and it had an extremely negat
ive impact on the throughput and operational efficiency. This, in turn, certainly had its effect also on the extent of external costs.
\par Therefore, multi-optional short-term forecasts (1-2 years) based on different development scenarios (simulations) are goo
d for flexible planning of capacities, and consequently also the emergency improvement measures, i.e. optimisation of operational efficiency targets.
\par The mean forecast of traffic growth (en-route capacities) for the period 2000-2001 in Europe is based on STATFOR}{\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain 
\s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ STATFOR \endash 
 Specialist Panel on Air Traffic Statistics and Forecast. Source: Eurocontrol Experimental Centre: Short-Term Capacity Targets 2000&2001 for the European Air Navigation Services.}}}{\fs24\lang2057\langfe1050\langnp2057 
 assessment of rate of 5.3% for 2000 i.e. 11.1% for 2001.
\par Capacities planning in the same period was adapted to \'93input objective\'94 of reducing the delays to the 1997 level, i.e. less than 3.5 min/operation.
\par }\pard \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 Within the context of air-traffic normalisation in the Balkan region, a traffic growth above the European av
erage may be forecast in the most part of the Baltic-Adriatic initiative region.
\par }\pard \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
Long-term forecasts of air traffic growth in Europe indicate that traffic volume will double in 2015 compared to 1997. This forecast serves as the basis for mid-term and long-
term development plans of the European air traffic and the phase implementation of objectives in ATM Strategy 2000+.
\par }\pard \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s2\ql \li0\ri432\keepn\widctlpar\faauto\outlinelevel1\adjustright\rin432\lin0\itap0 \fs28\lang1050\langfe1050\cgrid\langnp1050\langfenp1050 {\lang2057\langfe1050\langnp2057 Trends - regionalisation
\par }\pard\plain \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\fs24\lang2057\langfe1050\langnp2057 
\par A possible answer to the problems of shortage of capacities and delays is the development of regional co-operati
on in air traffic management and control. The regional integration initiatives result from huge operational problems (delays) and the need for a more rational planning of capacities.
\par From the aspect of management, establishing of several regional centres a
t the European level would mean a great contribution to capacities planning and the flexibility of route network changes, instead of co-ordinating the existing 65 regional control centres regarding flow management for the whole ECAC region.
\par To confirm the complexity of air traffic control in the existing ATFM}{\cs20\fs24\lang2057\langfe1050\super\langnp2057 \chftn {\footnote\ftnalt \pard\plain \s19\ql \li0\ri0\widctlpar\faauto\adjustright\rin0\lin0\itap0 
\fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\cs20\super \chftn }{ ATFM \endash  Air Traffic Flow Management.}}}{\fs24\lang2057\langfe1050\langnp2057 
 regime, the data can be highlighted that during the summer 1998 the traffic growth amounted to 5.5%, whereas at the same time the delays increased by 42.6%. Avera
ge delay of 5 minutes per flight operation in the summer 1998 came close to the critical level of the 1989 delays of 4.3 minutes per flight operation for the whole year.
\par The ATM regionalisation initiatives were initiated with the aim of optimising the use of available capacities and their expansion, and consequently the reduction of delays and exploitation costs.
\par The justification of establishing regional air traffic control centres is confirmed by the example of the already operationalised MAASTRICHT centr
e for the Benelux countries and North Germany, which, with 170 employed air traffic controllers manages traffic of over a million flight operations per year.
\par In 1997 EUROCONTROL member countries signed an agreement about the establishing a joint air traffic control centre in the upper airspace \endash 
 CEATS for the Central Eastern European region. With one-year delay, in 1999, it was decided that the centre should be located in Vienna (Austria), and operationalisation is planned for the year 2006. Within CEATS se
veral accompanying CEATS units were established \endash  research and development with simulation centre in Budapest (Hungary), strategic planning and development in Prague (the Czech Republic) and training centre in Forli-Rimini (Italy).
\par Relevant initiatives of regional air traffic control integration refer to:
\par }\pard \qj \fi-360\li720\ri432\widctlpar\tx720\faauto\adjustright\rin432\lin720\itap0 {\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 Trans-alpine region (France, Italy and Switzerland)
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 Nordic region (Denmark, Finland, Island, Norway and Sweden)
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 Baltic region (Lithuania, Latvia and Estonia)
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 Balkan region (Albania, Bulgaria, Macedonia, Greece, Yugoslavia and Rumania)
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 EFP region (Spain, France and Portugal)
\par }{\f3\fs24\lang2057\langfe1050\langnp2057 \'b7\tab }{\fs24\lang2057\langfe1050\langnp2057 AEFPM region (Algeria, France, Morocco, Portugal and Spain).
\par }\pard \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par In the long run regional initiatives may be expected in other non-ECAC regions as well, which are also very impo
rtant from the aspect of future unique European air traffic management, particularly in the sense of optimising the route network for international traffic (traffic to the Far East and intercontinental traffic). This refers to Caucasian region (Armenia, A
zerbaijan and Georgia), the Black Sea region and Trans-Asia and Trans-Siberian regions.
\par }\pard \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par }\pard\plain \s16\ql \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \f28\fs20\lang2057\langfe1050\cgrid\langnp2057\langfenp1050 {\f0\fs28 Conclusion
\par }\pard\plain \ql \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 \fs20\lang3081\langfe1050\cgrid\langnp3081\langfenp1050 {\lang2057\langfe1050\langnp2057 
\par }\pard \qj \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 Optimising of the European route network
 regarding extension of the Euro-zone towards the East, is only one, neither more nor less important aspect of the possible (foreseeable) development of the European air traffic system, determined exclusively by the dynamics of the traffic flows i.e. by t
h
e volume of traffic demand precisely in the countries in transition. Relevant aspects, which primarily influence the increase in the efficiency of operational services, and can indirectly influence in a stimulating or limiting manner the process of intens
ifying the flows on the relation countries in transition \endash  European union, as well as among countries in transition, include complementary regulations and the level of institutional and technical harmonisation. 
\par }\pard \qj \fi720\li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 Therefore, the especially important issue is 
the commercialisation and privatisation of operational division of airports, carriers, and air traffic control. Considering experiences of certain West-European countries, the model of commercialised/privatised operational division clearly contributes to 
the operational efficiency. However, it also provides possible \'93traps\'94 in the competition of \'93small\'94
 national operators on the European free market. At the European Union level, the classification into eight air freedoms is already deep-rooted, including th
e forms of cabotage. By signing an agreement on commercial transportation rights the majority of countries in transition would bring their operators into an uncompetitive position and disable their operational share in international traffic. Therefore, an
 acceptable solution would lie in developing \'93code share\'94 with European operators and regional operator alliances in the countries in transition.
\par The optimisation of air control management efficiency of EUROCONTROL and ECAC member countries is planned by in
tegrating the European air traffic management for international traffic (overflights). In this respect, EATMP program has already been adopted with the accompanying implementation projects (EATCHIP, ATM 2000+) and the regional CEATS project.
\par The vision of 
integrated European management means international air traffic control on the principle of regionalisation. Thus, besides the already operationalised control centre in Maastricht (Germany, Belgium, Netherlands, Luxembourg) and the adopted project of a joi
n
t control centre in Vienna for the Central Eastern European countries (Austria, Italy, Slovenia, Croatia, the Czech Republic, Slovakia, Hungary, and Bosnia and Herzegovina), the initiatives are being considered regarding establishing of a complex of regio
nal centres of international air traffic control.
\par In the region included by the Baltic-Adriatic initiative, apart from the already mentioned CEATS project, the importance of adopting the Nordic ANS program may also be emphasised, i.e. the signing of Memoran
dum on co-operation in air traffic control of Denmark, Finland, Island, Norway and Sweden. The Baltic region is critical regarding requirements for intervention and support in the air traffic infrastructure development. The project of establishing a joint
 
international traffic control centre in the airspace of Estonia, Latvia and Lithuania would have a sense of purpose for a wider European region. Realisation of this project would contribute to the expansion of the international air routes network, intensi
fying of transversal flows (North-South) in Central Eastern Europe, redistribution of international air traffic flows (shift to the East), and taking the load off the saturated European air routes of Central Europe.
\par In marking the new transversal air corrid
or Baltic-Adriatic/Mediterranean, i.e. considering the proposal for redefining the European route network within the region of this initiative, problematic sectors may be detected regarding operational possibilities, mainly in the region of Slovakia, Hung
a
ry and Italy. In some sectors there is a dense network of longitudinal air routes, and the introduction of a transversal corridor might cause control problems at intersections of air routes. Some sectors are flight-restricted zones. The aggravating circum
stance of the possible introduction of a Baltic-Adriatic/Mediterranean air corridor is the very slow reintegration of the airspace of Bosnia and Herzegovina, and the unsolved issue of the air traffic control system in that area.
\par }\pard \ql \li0\ri432\widctlpar\faauto\adjustright\rin432\lin0\itap0 {\fs24\lang2057\langfe1050\langnp2057 
\par }}