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SESAR.IR-VLD.Wave1-09-201...
SESAR.IR-VLD.Wave1-09-2015: Optimised Airspace Users Operations
Specific Challenge:The current ATM environment based on static flight plans is evolving towards a Trajectory Based environment in order to improve Airports and ATM Network performance. Airspace Users’ (AU) decision processes and resulting business priorities differ from AU to AU and from flight to flight within one AU. The trajectory development and management processes in ATM currently do not allow each individual user to incorporate specific aircraft/flight priorities into the requested trajectory, and respect any constraint in a way that best meets the business priorities. Similarly, OAT flight plans are not harmonised at European level and information is not disseminated into the Network, this induces a lack of awareness about military traffic intentions that can impact ATM Network performance (including safety), and a lack of flexibility in the definition of cross-borders exercises and limitations in terms of interoperability. Irregular operations impose unplanned/additional cost on airlines and have a huge impact on airlines’ annual costs and revenue. Today the ATM system allows little flexibility to Airspace Users (e.g. ATFM slot swapping process).Airspace Users’ full participation through their Flight Operations Centres (FOC/WOC) into ATM Collaborative Processes, including flights’ prioritisation with the full Used Driven Prioritisation process (UDPP), is essential to minimise impacts of deteriorated operations for all stakeholders including AUs. A better recovery process that should offer more flexibility to accommodate AUs’ changing business priorities and equity in the ATM system The collaborative planning and flight execution processes shall be performed at “level playing field”, i.e. performance of all actors is taken into. Rules must be implemented in case no collaborative planning is possible.
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European
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Presentation: Consortium Consortium: Esta ayuda está diseñada para aplicar a ella en formato consorcio.
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Specific Challenge:The current ATM environment based on static flight plans is evolving towards a Trajectory Based environment in order to improve Airports and ATM Network performance. Airspace Users’ (AU) decision processes and resulting business priorities differ from AU to AU and from flight to flight within one AU. The trajectory development and management processes in ATM currently do not allow each individual user to incorporate specific aircraft/flight priorities into the requested trajectory, and respect any constraint in a way that best meets the business priorities. Similarly, OAT flight plans are not harmonised at European level and information is not disseminated into the Network, this induces a lack of awareness about military traffic intentions that can impact ATM Network performance (including safety), and a lack of flexibility in the definition of cross-borders exercises and limitations in terms of interoperability. Irregular operations impose unplanned/additional cost on airlines and have a huge impact on airlines’ annual costs and revenue. Today the ATM system allows little flexibility to Airspace Users (e.g. ATFM slot swapping process).Airspace Users’ full partic... see more

Specific Challenge:The current ATM environment based on static flight plans is evolving towards a Trajectory Based environment in order to improve Airports and ATM Network performance. Airspace Users’ (AU) decision processes and resulting business priorities differ from AU to AU and from flight to flight within one AU. The trajectory development and management processes in ATM currently do not allow each individual user to incorporate specific aircraft/flight priorities into the requested trajectory, and respect any constraint in a way that best meets the business priorities. Similarly, OAT flight plans are not harmonised at European level and information is not disseminated into the Network, this induces a lack of awareness about military traffic intentions that can impact ATM Network performance (including safety), and a lack of flexibility in the definition of cross-borders exercises and limitations in terms of interoperability. Irregular operations impose unplanned/additional cost on airlines and have a huge impact on airlines’ annual costs and revenue. Today the ATM system allows little flexibility to Airspace Users (e.g. ATFM slot swapping process).Airspace Users’ full participation through their Flight Operations Centres (FOC/WOC) into ATM Collaborative Processes, including flights’ prioritisation with the full Used Driven Prioritisation process (UDPP), is essential to minimise impacts of deteriorated operations for all stakeholders including AUs. A better recovery process that should offer more flexibility to accommodate AUs’ changing business priorities and equity in the ATM system The collaborative planning and flight execution processes shall be performed at “level playing field”, i.e. performance of all actors is taken into. Rules must be implemented in case no collaborative planning is possible.


Scope:The project “Optimised Airspace Users Operations” aims at delivering the following SESAR Solutions:

Airspace Users’ Processes for Trajectory Definition: development of FOC related processes for the management of the Shared Business Trajectory to achieve the full integration of FOCs in the ATM Network processes, increase FOCs role with regard to the Trajectory Management in future ATM and Investigate the impact of such integration on all concerned ATM actors performance.

Airspace Users’ Fleet Prioritisation and Preferences (UDPP) development of the processes, methods and tools by which AUs can indicate their prioritization requests and to share Preferences with the other ATM stakeholders in Capacity Constrained Situations (CCS) and also in circumstances when there is no demand capacity imbalance.

Mission Trajectory Driven Processes Development requirements, procedures and workflows for WOC to interact with other ATM stakeholders to accommodate individual Military AU’s needs and priorities without compromising optimum ATM system outcome and the performances of all stakeholders, through a full integration of the WOC within the ATM system.

Airspace Users’ Trajectory Execution from FOC perspective: Development of FOC related processes, requirements and workflows for the management of the Reference Business Trajectory to ensure continuity in the CDM process throughout the trajectory life-cycle.


Expected Impact:This project will develop solutions that are expected to have a positive impact on the Network improving:

Increased Flexibility by allowing the Airspace Users to recommend to the Network Management function a priority order for flights.

Environmental Sustainability - Fuel Efficiency.

Increased punctuality and predictability of individual flights

No negative impact on capacity, safety, environmental efficiency for network/airport performance


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Temáticas Obligatorias del proyecto: Temática principal: AMG Airspace Management ALO Airline Operations

Consortium characteristics

Scope European : The aid is European, you can apply to this line any company that is part of the European Community.
Tipo y tamaño de organizaciones: The necessary consortium design for the processing of this aid needs:

characteristics of the Proyecto

Requisitos de diseño: Duración:
Requisitos técnicos: Specific Challenge:The current ATM environment based on static flight plans is evolving towards a Trajectory Based environment in order to improve Airports and ATM Network performance. Airspace Users’ (AU) decision processes and resulting business priorities differ from AU to AU and from flight to flight within one AU. The trajectory development and management processes in ATM currently do not allow each individual user to incorporate specific aircraft/flight priorities into the requested trajectory, and respect any constraint in a way that best meets the business priorities. Similarly, OAT flight plans are not harmonised at European level and information is not disseminated into the Network, this induces a lack of awareness about military traffic intentions that can impact ATM Network performance (including safety), and a lack of flexibility in the definition of cross-borders exercises and limitations in terms of interoperability. Irregular operations impose unplanned/additional cost on airlines and have a huge impact on airlines’ annual costs and revenue. Today the ATM system allows little flexibility to Airspace Users (e.g. ATFM slot swapping process).Airspace Users’ full participation through their Flight Operations Centres (FOC/WOC) into ATM Collaborative Processes, including flights’ prioritisation with the full Used Driven Prioritisation process (UDPP), is essential to minimise impacts of deteriorated operations for all stakeholders including AUs. A better recovery pro... Specific Challenge:The current ATM environment based on static flight plans is evolving towards a Trajectory Based environment in order to improve Airports and ATM Network performance. Airspace Users’ (AU) decision processes and resulting business priorities differ from AU to AU and from flight to flight within one AU. The trajectory development and management processes in ATM currently do not allow each individual user to incorporate specific aircraft/flight priorities into the requested trajectory, and respect any constraint in a way that best meets the business priorities. Similarly, OAT flight plans are not harmonised at European level and information is not disseminated into the Network, this induces a lack of awareness about military traffic intentions that can impact ATM Network performance (including safety), and a lack of flexibility in the definition of cross-borders exercises and limitations in terms of interoperability. Irregular operations impose unplanned/additional cost on airlines and have a huge impact on airlines’ annual costs and revenue. Today the ATM system allows little flexibility to Airspace Users (e.g. ATFM slot swapping process).Airspace Users’ full participation through their Flight Operations Centres (FOC/WOC) into ATM Collaborative Processes, including flights’ prioritisation with the full Used Driven Prioritisation process (UDPP), is essential to minimise impacts of deteriorated operations for all stakeholders including AUs. A better recovery process that should offer more flexibility to accommodate AUs’ changing business priorities and equity in the ATM system The collaborative planning and flight execution processes shall be performed at “level playing field”, i.e. performance of all actors is taken into. Rules must be implemented in case no collaborative planning is possible.
Do you want examples? Puedes consultar aquí los últimos proyectos conocidos financiados por esta línea, sus tecnologías, sus presupuestos y sus compañías.
Financial Chapters: The chapters of financing expenses for this line are:
Personnel costs.
Los costes de personal subvencionables cubren las horas de trabajo efectivo de las personas directamente dedicadas a la ejecución de la acción. Los propietarios de pequeñas y medianas empresas que no perciban salario y otras personas físicas que no perciban salario podrán imputar los costes de personal sobre la base de una escala de costes unitarios
Purchase costs.
Los otros costes directos se dividen en los siguientes apartados: Viajes, amortizaciones, equipamiento y otros bienes y servicios. Se financia la amortización de equipos, permitiendo incluir la amortización de equipos adquiridos antes del proyecto si se registra durante su ejecución. En el apartado de otros bienes y servicios se incluyen los diferentes bienes y servicios comprados por los beneficiarios a proveedores externos para poder llevar a cabo sus tareas
Subcontracting costs.
La subcontratación en ayudas europeas no debe tratarse del core de actividades de I+D del proyecto. El contratista debe ser seleccionado por el beneficiario de acuerdo con el principio de mejor relación calidad-precio bajo las condiciones de transparencia e igualdad (en ningún caso consistirá en solicitar menos de 3 ofertas). En el caso de entidades públicas, para la subcontratación se deberán de seguir las leyes que rijan en el país al que pertenezca el contratante
Amortizaciones.
Activos.
Otros Gastos.
Madurez tecnológica: The processing of this aid requires a minimum technological level in the project of TRL 5:. Los elementos básicos de la innovación son integrados de manera que la configuración final es similar a su aplicación final, es decir que está listo para ser usado en la simulación de un entorno real. Se mejoran los modelos tanto técnicos como económicos del diseño inicial, se ha identificado adicionalmente aspectos de seguridad, limitaciones ambiéntales y/o regulatorios entre otros. + info.
TRL esperado:

Characteristics of financing

Intensidad de la ayuda: Sólo fondo perdido + info
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The SJU is launching a Call for Proposals under H2020 restricted to its candidate members (c.f.: eligibility conditions below) with a view to implement “SESAR 2020 Transversal Activities”, “Industrial Research& Validation Activities” and “Very Large Scale Demonstration Activities”
Please read carefully all provisions below before the preparation of your application. The key reference documents for this Call for Proposal are the amended SJU Work Programme 2015 and SESAR 2020 Multi-Annual Work Programme. They set out the purpose and scope of the IR/VLD Call for Proposals and describe the activities that will be implemented via the resulting Grant Agreements as well as the conditions for participation and award.
The purpose of this procedure is to award a maximum of 28 (twenty eight) Grant Agreements (GAs), one per “Topic”. This is the relevant model agreement: SJU Model Grant Agreement (MGA). General guidance can be found in the Annotated Model Grant Agreement (AMGA). Please refer also to the SJU MGA Budget Amendment Process.
List of countries and applicable rules for funding: Described in the amended SJU Work Programme 2015.
 
Eligibility and admissibility conditions: This Call for Proposals is restricted to the Eligible Entities as identified in the amended SJU Work Programme 2015, subject to their selection as SJU Members as a result of...
The SJU is launching a Call for Proposals under H2020 restricted to its candidate members (c.f.: eligibility conditions below) with a view to implement “SESAR 2020 Transversal Activities”, “Industrial Research& Validation Activities” and “Very Large Scale Demonstration Activities”
Please read carefully all provisions below before the preparation of your application. The key reference documents for this Call for Proposal are the amended SJU Work Programme 2015 and SESAR 2020 Multi-Annual Work Programme. They set out the purpose and scope of the IR/VLD Call for Proposals and describe the activities that will be implemented via the resulting Grant Agreements as well as the conditions for participation and award.
The purpose of this procedure is to award a maximum of 28 (twenty eight) Grant Agreements (GAs), one per “Topic”. This is the relevant model agreement: SJU Model Grant Agreement (MGA). General guidance can be found in the Annotated Model Grant Agreement (AMGA). Please refer also to the SJU MGA Budget Amendment Process.
List of countries and applicable rules for funding: Described in the amended SJU Work Programme 2015.
 
Eligibility and admissibility conditions: This Call for Proposals is restricted to the Eligible Entities as identified in the amended SJU Work Programme 2015, subject to their selection as SJU Members as a result of the ad-hoc Call for final SJU Membership Applications.The admissibility conditions are described in the amended SJU Work Programme 2015.
 
Proposal page limits and layout: Please refer to Part B of the SJU proposal template for the IR projects which can be downloaded after entering the submission tool below.
 
Evaluation
4.1  Evaluation criteria and procedure, scoring and threshold: Described in the amended SJU Work Programme 2015.
4.2 Submission and evaluation process: Described in the Guide to the submission and evaluation process
      
Indicative timetable for evaluation and grant agreement:
Information on the outcome of single-stage evaluation is provided maximum 5 months from the deadline for submission.
Signature of grant agreements: maximum 8 months from the deadline for submission, and maximum 3 months from the date of informing successful applicants.
 
Provisions, proposal templates and evaluation forms for the type(s) of action(s) under this topic:
The provisions, templates and evaluation forms for the Industrial Research projects (Research and Innovation Actions) are provided next:                                       
- Specific provisions and funding rates are described in the amended SJU Work Programme 2015
- SJU proposal templates (Administrative forms and Technical annex) are available after entering the "start submission" button and then after entering the "Download Part B Templates" button
- SJU Self-Evaluation Form for IR projects
                                                                                                                                                                                                                                                                                                   
Technical documentation
        - The SJU Work Programme is defined in the SESAR 2020 Multi-Annual Work Programme document.
        - For the Industrial Research projects, the Technical Specifications for each Topic can be found in Appendix C of the SESAR 2020 Multiannual Work Programme. 
        - The Extended Release Strategy indicating the prioritized SESAR Solutions and the major Programme milestones for Wave 1 and Wave 2. 
        - An overview of the applicable Programme Management processes is provided in the Introduction to SESAR 2020 Programme Execution document
        - Proposed European ATM Master Plan edition 2015
 
Guarantees:
does not require guarantees
No existen condiciones financieras para el beneficiario.

Additional information about the call

incentive effect: Esta ayuda tiene efecto incentivador, por lo que el proyecto no puede haberse iniciado antes de la presentación de la solicitud de ayuda. + info.
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We do not know the total budget of the line
minimis: Esta línea de financiación NO considera una “ayuda de minimis”. You can consult the regulations here.

other advantages

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