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very high annual growth between May and
August, for example Prague (25%), Warsaw
(21%), Bratislava (21%), and Berlin (18%).
These variations occur because of routing
changes and growth in demand due to the
enlargement of the European Union.
53
1999 2000 2001 2002 2003
21,000
21,500
22,000
22,500
23,000
23,500
24,000
24,500 flights
2004
22,064
23,071
23,001
22,567
23 ,197
24,238
Average daily traffic trends
2000 2001 2002 2003
0%
5%
10%
15%
-5%
0%
5%
2004
4.6
4.2
2.3
5.1
9.9
4.6
-0.3
-1.9
2.8
4.5
Daily traffic variation
Traffic variation since 1999
Two of the key pan-European responsibilities
assumed by EUROCONTROL are the dynamic management
of air traffic flow in the short, medium
and long term, carried out by the Central Flow
Management Unit (CFMU), and the management
of a flexible route charging mechanism, the
responsibility of the Central Route Charges Office.
The CFMU, which started tactical operations in
1995, is paving the way for a common European
Air Traffic Flow and Capacity Management
(ATFCM) system in the framework of a uniform
European ATM system. Key interdependent services
provided by the CFMU include ATFCM, Flight
Planning, Airspace Data operations, and data
provision and reporting.
Collecting route charges is another Pan-
European function carried out by EUROCONTROL
on behalf of Member States. The system
employed by the Central Route Charges Office is
based on the International Civil Aviation
Organization乫s (ICAO) recommendations for air
navigation charges and for a regional charging
body. The CRCO works closely with national
route charges offices using data received from
the CFMU.
Delay and capacity trends
For 2004, the average ATFM delay per flight was
1.7 minutes, of which 0.9 minutes were attributable
to en-route delays.
In summer 2004 (summer is defined as May to
October), traffic increased by 5.3% on 2003,
while the average delay was 1.9 minutes, 1.2 minutes
of which was attributed to en-route delays .
the same as for 2003. This is well within the target
of 1.7 minutes, as derived from the Provisional
Council target for a progressive reduction in enroute
delays to one minute per flight by the summer
of 2006.
The EUROCONTROL Statistic and Forecast
Service had anticipated a traffic increase of 3.9%
for 2004. The total ECAC delay forecast derived
from this was 1.5 minutes, of which 0.8 minutes was
expected to arise from en-route delays. The actual
delay figures are thus below target, but above the
forecast figures. However the growth in traffic was
more than forecast, while the figure for the average
delay per flight is identical to that of 2003.
54
PAN-EUROPEAN
FUNCTIONS
CFMU: MANAGING
THE ATM NETWORK
Trend in the average daily ATFM delay per flight
1999 2000 2001 2002 2003 2004
0
1
2
3
4
5
6 minutes
5.4
4.5
0.9
3.8
2.9
0.9
3.3
2.5
0.8
2.2
1.5
0.7
1.7
0.9
1.7
0.9
0.8
0.8
2000 2001 2002 2003
-100%
-50%
0%
-40%
-20%
0%
2004
2000 2001 2002 2003 2004
-38.7
-59.4
-67.5
-68.7
-29.8
-33.7
-20
-3.7
-29.8
-12.8
Daily delay per flight variation
Delay per flight variation since 1999
ATFM delay per flight
En-route delay per flight
Airport delay per flight
Capacity increase
A comparison of summer 2004 figures with those of
1999 shows that traffic increased by 10% while total
delays decreased by 67.2% and the average delay
per flight by 70.2%. Given the rule that, at constant
capacity, a 1% increase in traffic corresponds to a
5% increase in delay, we can conclude that since
1999 the ATC system has been able to absorb a
23% increase in traffic without increasing delays.
Using the same logic it is estimated that, compared
to 2003, the measures taken to enhance and better
manage capacity led to an effective increase of
5.5% in European ATM capacity for the summer and
an average of 4.5% for the whole of 2004.
Collaborative Decision-
Making promoted
The use of Collaborative Decision-Making (CDM)
processes has continued to be promoted. An interactive
tactical daily briefing at 10.00 Central
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EUROCONTROL Annual Report 2004(26)
