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23% of flights, but only 4% of total fuel burn in
Europe.
The average ATM fuel efficiency is estimated to be
close to 94%. This is good news but means that there is
limited scope for improvement from ANS.
Total ANS actionable CO2 are estimated to be around
6% of total aviation related emissions and account
therefore of some 0.2% of total CO2 emissions in
Europe. Due to inherent necessary (safety) and desired
(noise, capacity) limitations, the ANS actionable
inefficiencies cannot be reduced to zero.
Horizontal enroute
flight
path
3.6%
Vertical enroute
flight
profile
0.6%
Airborne
terminal
1.1%
Taxi-out phase
0.7%
Estimated average
fuel efficiency
94%
6%
Source: PRC analysis
The extension of the horizontal en-route flight path is the main component (3.6% of total fuel burn) followed
by delays in the terminal area (1.1% of total fuel burn).
Significant fuel efficiency improvements could be realised by optimising arrival flows into main airports. In
the short term, high priority should be given (1) to the optimisation of the route network and (2) to the
implementation of arrival managers at main airports. In the longer term (SESAR), the focus should move to a
more integrated management of the flight trajectory geared to optimising arrival time.
Noise and local air quality are major concerns of residents in the vicinity of major airports. The
implementation of local restrictions implies complex trade-offs between noise, emissions, capacity and safety
which need to take into account local specificities.
The implementation of Airport Collaborative Decision Making (CDM) at more European airports would help
to improve taxi efficiency and hence local air quality and improve the accuracy and timeliness of information
locally and at network level.
Cost-effectiveness
The PRC cost-effectiveness target proposed in 2003 (i.e. -14% decrease in unit costs for the period 2003-
2008) has been achieved.
5.5%-1.0%
-2.0%
-3.5%
-3.5%
-4.3%
-2.8%
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009P
2010P
2011P
2012P
2013P
2014P
Total en-route ANS costs (€2008)/ km
100
120
140
160
180
200
220
Costs Per Km Total Costs (1999= index 100) Traffic (1999=index 100)
All States in CRCO system Source : EUROCONTROL
PRC notional target PC adopted target
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY PRR 2009
viii
This achievement directly translates into “savings” of some €3 billion with respect to constant 2003 unit costs.
The positive traffic growth during the 2003-2008 period has greatly contributed to this achievement, along
with greater cost-effectiveness awareness among a majority of ANSPs.
According to benchmarking findings, the decrease in unit costs between 2004 and 2008 is mainly due to the
fact that support costs remained fairly constant while traffic increased by +17%. This is consistent with
expectations of scale effects in the provision of ATC services. A main part of support costs, which represent
70% of ATM/CNS provision costs, are generally fixed costs in the short and medium terms and are not
expected to change proportionally with traffic volumes.
However, 2008 marks the end of a positive business cycle for the European ANS system and en-route unit
costs are planned to sharply increase in 2009 and 2010. As a result, the Pan-European target adopted by the
Provisional Council in Nov. 2007 (-6% reduction of unit costs between 2008 and 2010) will not be met.
The economic downturn, which became apparent in summer 2008, has affected the aviation community
throughout 2009 with unprecedented severity, requiring greater flexibility on ANSPs and EUROCONTROL
to adjust to new unfavourable economic conditions. In this context, no doubt that the pressure to genuinely
improve cost-effectiveness is high on the agenda of airspace users’ expectations.
Several European ANSPs have revised their plans accordingly and implemented cost-containment measures
for 2009 and 2010. All the five largest States plan to decrease their en-route cost-base in 2009 or in 2010.
EUROCONTROL has decided to freeze its 2010 cost-base at 2008 levels. It is important that these planned
cost reductions materialise in order to minimise under-recoveries that will negatively impact airspace users
through higher charges in future years.
It is however important that the implementation of cost-containment measures does not contribute to
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Performance Review Report 2009(6)
