The airline industry has increased pressure on the European Union to see through reforms in the field of air traffic control. Its members call for the rejuvenation of efforts to increase traffic management efficiency in the face of a troubled economy and rising fuel prices and the revamping of a system desperately in need of renovation.

In 2004, the Commission launched the Single European Sky initiative (SES) to reform Europe’s air traffic control system. One of the priorities of SES is to create nine functional airspace blocks (FABs), which would eventually replace national control stations at every border. These FABs consist of both EU and non-EU states, grouped together by location. For example, the North European FAB (NEFAB) is constituted by Denmark, Estonia, Finland, Iceland, Norway, Sweden and Latvia and the South Western FAB (SW FAB) by Portugal and Spain. Malta is part of the Mediterranean FAB (BLUE MED) to which Italy, Greece and Cyprus also belong, in addition to the non-EU states of Egypt, Tunisia, Albania and Jordan.

The initiative also includes a programme known as SESAR (Single European Sky Air Traffic Management Research), which focuses on the modernisation of air traffic control infrastructure. It strives to end flight fragmentation through a more integrated control system. One of the problems with the current state is that advanced navigation technology in aircrafts is underutilised due to lack of coordination and outdated ground-control systems. SESAR also seeks to facilitate the sharing of good technology between countries. The deployment of integrated air traffic control management in the EU is set to commence in 2014, with the inclusion of new control technology that is currently in the process of being developed.

There are many benefits to modernising Europe’s air traffic system. As the situation stands, aircrafts are often forced to take indirect routes in order to respect virtual borders, or must brave cumbersome delays from various national controllers. It is estimated that flight delays due to national control networks come up to 1,000 hours every day, and cutting these just by 30 seconds could save around €920 million between 2012 and 2014. In addition, it is predicted that decreasing delay time could reduce airline carbon emissions by up to 12% a year. The SES would limit the number of control stations aircrafts must go through, erasing most of the boundaries obstructing air travel. In addition to reducing delays, such coordination would cut flight distances, improve safety and prevent confusion.

Unfortunately, progress for the SES has been sluggish. The FABs vary in their levels of success. The project has faced resistance from national governments. Some are concerned about control over their country’s aerial military operations, while others are hesitant about the effects on employment in the air traffic management sector. Up to this point, the EU has taken a very bottom-up approach to the SES, allowing individual governments to control implementation within their respective boundaries. Many question whether or not this is the right approach.

Pressed with the heightening demands of the airline industry, the EU has agreed to take a more active hand. At the end of last year, the Commission announced that it was prepared to take “corrective measures” for national governments which failed to implement SES measures by the set deadlines. Other opposition surrounds the Emissions Trading System (ETS) for aerial activity. Some are opposed to the idea of further regulating or taxing the aviation industry, saying that it lays too heavy a burden on a sector that has the potential to provide high economic growth. In light of these various forms of resistance, it is uncertain whether we will see the full implementation of the SES and FABs in the near future.

But with European global air traffic rising 7.6% from last year, substantially outpacing the 5% growth in capacity, it is becoming ever more crucial to take action. There are economic and environmental motives that make it wise for Europe to invest deeper into these measures. Reducing delays and carbon emissions, while also improving costs and efficiency, is in everybody’s best interest. Some aircrafts and companies have taken individual steps in this direction. For example, there is a growing rate of efficient turbo-prop carriers being used, amongst other efforts to reduce fuel consumption. In addition, aircrafts are switching to strategic, less-travelled routes. Certain airlines have even installed slimmer seats to lighten their loads and save space.

With the next phase of SESAR set to commence soon and the ever-growing concerns of the general populace over the environment and fuel costs, it only makes sense that we should focus on reforming Europe’s air traffic system. The Commission seems confident that 2012 will see large developments in this area. SES implementation rules are to be adopted by the end of the year, alongside guidelines for the FABs and other pan-national targets.

The increasing demand for lower travel costs is in line with the EU pillars of freedom of movement. With the continued efforts of the European Union and the support and compliance of national governments, the Single European Sky may not be more than a stone’s throw away.