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activities were reduced by €21.8M43. Furthermore, Aena implemented specific cost
containment measures in 2009 which are expected to bring savings of some €37M
(mostly relating to productivity improvements and reduction of ATCO overtime hours).
8.4.16 In 2009 and 2010, Italy will use its special reserve (“stabilisation fund”) to finance part of
the en-route cost-base. Furthermore, a cost cutting programme is expected to generate
savings amounting to some €30M in 2010 (some 5% of the annual en-route cost-base).
8.4.17 The overall objective of the cost-containment measures implemented by DFS in 2009 is
to save some €35M (some 5% of the en-route annual cost-base). These savings would
arise from a reduction of operating expenses and depreciation costs. DFS also launched a
cost-efficiency plan for 2010 in which €50M are expected to be saved compared to 2009
plans. Germany also decided to reduce DFS’ return on equity from 8% in 2008 to 2.3% in
2010.
8.4.18 Clearly, due to their relative weights, it is important that these cost-containment measures
be implemented by the five largest States and that the planned decreases in en-route costbases
for 2009 and 2010 materialise.
8.4.19 The right-hand side of Figure 111 indicates that overall for the remaining 25
EUROCONTROL Member States, costs forecasted in November 2008 for the period
2009-2013 were revised upwards in November 2009 plans. This clearly contrasts with
the downwards revision of costs for the five largest States (see the left-hand side of
Figure 111). The sharp economic downturn requires all States/ANSPs to ensure that their
plans are consistent with the new economic and traffic environment.
42 A defined contribution scheme has been proposed by NATS to newly-recruited staff (instead of a defined benefit
scheme). Following this change, around €1B are planned to be saved over the next 15 years.
43 It should be noted that a specific law (Ley 9/2010) has been adopted in Spain on 15 April 2010 in order to
address some structural performance issues in Aena.
PRR 2009 98 Chapter 8: Cost-effectiveness
-2.5% -3.2% -5.6% -5.0% -5.6% -6.0%
-9.3% -12.5% -13.3% -14.4% -14.5%
-2.8%
3 000
4 000
5 000
6 000
7 000
8 000
9 000
10 000
2008 2009P 2010P 2011P 2012P 2013P
En-route national costs
(M€2008)
0
1 000
2 000
3 000
4 000
5 000
6 000
7 000
Kilometres (M)
Costs planned in Nov. 2008 Costs planned in Nov. 2009
Traffic planned in Nov. 2008 Traffic planned in Nov. 2009
Five largest States (aggregated data)
-1.3%
2.9% 0.5% 3.5% 5.0% 6.6%
-0.1% -4.2% -6.3%
-6.3%
-5.0%
-4.1%
2 000
2 500
3 000
3 500
4 000
4 500
5 000
2008 2009P 2010P 2011P 2012P 2013P
En-route national costs
(M€2008)
2 000
2 500
3 000
3 500
4 000
4 500
5 000
Kilometres (M)
Costs planned in Nov. 2008 Costs planned in Jun. 2009
Traffic planned in Nov. 2008 Traffic planned in Jun. 2009
Remaining EUROCONTROL Member States
Figure 111: Changes in planned en-route costs and traffic for the five largest States versus
the remaining 25 States (€2008)
8.5 The components of en-route ANS costs (European and State level)
8.5.1 In June 2009, Member States provided
2008 actual en-route costs data according
to the EC regulation laying down a
Common Charging Scheme for ANS (EC
regulation 1794/2006) [Ref. 33].
8.5.2 ANS costs are broken down according to
the components indicated in Figure 112.
Costs associated with the CNS
infrastructure amount to some 18% of the
total cost-base, while 65% directly
relates to ATM. Supervision and other
State costs represent some 2% of the total
en-route cost-base in 2008. Typically,
these costs relate to States’ regulatory
and supervision functions (e.g. NSAs).
Com.
7%
ATM
65%
Surveillance
7%
AIS
2%
Supervision
& other
State costs
(incl. SAR)
2%
MET
5%
Navigation
4%
EURO
CONTROL
Agency
8%
Figure 112: Breakdown of en-route ANS
costs at European system level (2008)
8.5.3 From an economic point of view, CNS costs (i.e. 18%) are likely to have different
characteristics and drivers than ATM costs. CNS costs are infrastructure costs and as such
are mainly fixed costs in the medium term.
8.5.4 Each of the ANS components are analysed below in order to identify the drivers for the
European States performance in terms of cost-effectiveness.
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Performance Review Report 2009(72)
