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2003
2004
2005
2006
2007
2008
2009
flights (million)
Figure 56: Evolution of en-route ATFM delays (2006-2009)
5.2.10 En-route ATFM delays show seasonal variations, peaking during summer when traffic
demand is generally highest. The comparatively high level of en-route ATFM delay in
14 Note that annual delay figures in Figure 54 and Figure 56 are not comparable. Figure 56 shows average en route
ATFM delays for the full year, while Figure 54 shows en route ATFM delays for the summer period only.
PRR 2009 Chapter 5: Operational En-route Performance
46
July 2009 was to a large extent driven by ATC Capacity & Staffing related delays on the
South East Axis (Austria, Croatia, Greece, Cyprus), but also in Spain, Poland and
Germany.
5.2.11 ATC Capacity and Staffing related issues (83%) continue to be the main drivers of enroute
ATFM delays, followed by “weather” (11%). “Other” reasons account for 6%, of
which 4% are ATM-related (strike, equipment, etc.).
MOST ATFM EN-ROUTE DELAY GENERATING ACCS
5.2.12 This section analyses delay performance at local level (ACC). The one-minute per flight
delay target at European level cannot be applied to individual ACCs as a flight crosses
approximately three ACCs on average (otherwise flights are counted three times).
5.2.13 Consequently, the performance at ACC level is assessed in line with the capacity
objective set out in the ATM 2000+ Strategy [Ref. 18] “to provide sufficient capacity to
accommodate demand in typical busy hour periods without imposing significant
operational, economic or environmental penalties under normal conditions.”
5.2.14 While it is normal that capacity issues and significant delays occur on some days, ACCs
should not generate high delays on a regular basis. This is why delay performance at ACC
level is assessed in terms of the number of days with large en-route ATFM delay
(>1 minute per flight). Thresholds are set at 30 days (congested) and 100 days (highly
congested).
18
13
10
2 2
6
4
7
3
8
11
13
5 6
10
12 9 14 7
7
2 4
0
5
10
15
20
25
30
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Congested (>30 days with average en-route delay >1 min.)
Highly congested (>100 days with average en-route delay >1 min.)
Source: EUROCONTROL
Nr. of ACCs
Most congested
ACCs in 2009
Days enroute
ATFM
>1 min.
% of flights
delayed
>15 min.
En-route
delay ('000)
% of total
en-route
delay
En-route
delay /flight
(min.)
Traffic
growth (%)
Warszawa 225 5.0% 900 10.1% 1.7 -8.0%
Nicosia 193 6.5% 621 7.0% 2.3 -1.7%
Wien 170 3.4% 858 9.7% 1.2 -6.5%
Madrid 96 2.1% 710 8.0% 0.7 -9.0%
Zurich 83 1.7% 445 5.0% 0.6 -6.9%
Rhein/ Karlsruhe 78 1.7% 813 9.1% 0.6 -6.9%
Langen 74 1.8% 774 8.7% 0.6 -6.3%
Zagreb 70 2.1% 280 3.1% 0.7 2.1%
Athinai+ Macedonia 54 2.8% 714 8.0% 1.2 -0.6%
Canarias 46 2.9% 420 4.7% 1.6 -13.3%
Figure 57: Most en-route ATFM delay generating ACCs
5.2.15 Most European ACCs provided sufficient capacity in 2009. As shown in Figure 57, the
number of ACCs with more than 30 days with an average ATFM en-route delay per flight
larger than 1 minute decreased from 14 to 10 in 2009. Three of those ACCs are
considered to have a significant capacity gap. In 2009, those 10 ACCs controlled 20% of
total flight hours in Europe but accounted for 74% of total en-route ATFM delays.
5.2.16 A number of the ACCs highlighted in Figure 57 have been continuously in the list of
most en-route ATFM delay generating ACCs since 2005. This is in particular the case for
Warsaw, Nicosia, Madrid, Zurich and Zagreb. This illustrates the need for all parties
concerned to resolve the capacity issues.
PRR 2009 Chapter 5: Operational En-route Performance
47
5.2.17 Compared to 2006 when the level of traffic was similar to 2009, en-route ATFM delay
per flight was lower in 2009 but notably more concentrated in fewer ACCs. The six most
congested ACCs (out of 69) account for 50% of all en-route ATFM delay in 2009.
5.2.18 The cumulative distribution
of en-route ATFM delay
per sector for 2006 and
2009 in Figure 58 further
underlines the
concentration of en-route
ATFM delays in a few local
bottlenecks in 2009.
5.2.19 In 2009, half of the total enroute
ATFM delay
originates from only 4% of
sectors. Cost of delays from
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