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borne by airspace users.
PRR 2009 116 Chapter 9: Economic Assessment
9.6.6 In the very short run, virtually all ATM/CNS provision costs are fixed. However, on
practical timescale, there are degrees of variability of costs to demand. The ATM industry
has demonstrated that support costs (70% of total ATM/CNS provision costs) have a
certain degree of downwards flexibility, for example by reconsidering staffing needs for
support functions.
9.6.7 ATCOs in OPS employment costs (30% of total ATM/CNS provision costs) could be
considered as more “variable” because they are directly linked to traffic demand, but in
practice they show a very limited degree of downwards flexibility. In fact, in case of
temporary decrease in demand it is neither sensible nor economical to reduce the number
of ATCOs in OPS given the costs and the lead time for recruitment and training. The
cutback of overtime hours and the relinquishment of financial bonuses and rewards are in
practice the main short term measures to reduce these costs.
9.6.8 The unprecedented drop in traffic clearly shows the limitations of the current full cost
recovery regime. ANSPs have no strong incentives to reduce costs and to be reactive to
reductions in traffic levels as rates are adjusted upwards to compensate for lower traffic
volumes.
9.6.9 Significant under-recoveries generated in 2008 and 2009 will have to be borne by
airspace users in future years resulting in an increase of the unit rates in a time when the
industry starts to recover.
9.6.10 Following a plea by the European Commission to freeze or reduce unit rates in 2010, a
number of States have launched various cost containment programmes, as described in
paragraph 8.2.11 in Chapter 8.2. Eight States proposed to freeze unit rates at 2009 levels,
seven States proposed reductions below 2009 levels and 19 States proposed increases
over 2009 levels.
9.6.11 In the context of the SES II performance scheme, the EC is developing implementing
rules which require the setting of binding national/FAB performance targets in four
performance areas (Safety, Cost-effectiveness, Capacity, and Environment) and the
introduction of a corresponding incentive scheme.
9.6.12 The incentivisation of ANS performance would need to be linked to a mechanism which
balances the risks between States/ANSPs and airspace users. ANSPs should be allowed to
build up financial reserves when they perform well (service quality, cost efficiency) but
should have to bear a risk when traffic falls below planned levels or when their costs are
above pre-determined levels.
9.6.13 Overall, the significant drop in air traffic demand resulted in an improvement of ANS
service quality. Nevertheless, it should be noted that in a small number of ANSPs the
significant traffic decrease did not result in a similar delay decrease (see Chapter 5) and as
a result the summer en-route ATFM delay target was not met in 2009.
9.6.14 Compared to 2006 when the level of traffic was similar, ATFM en-route delays decreased
by 8.5% and en-route flight efficiency improved by 1.1% which is due to the continuous
addition of capacity improvements over the past three years.
9.6.15 Despite the cost containment measures at some ACCs (see also paragraph 8.2.11 in
Chapter 8) and the adaptation of available capacity to reduced demand, effective capacity
increased by 0.4% in 2009 compared to 2008.
PRR 2009 117 Chapter 9: Economic Assessment
ATM SYSTEM UPGRADES AND REPLACEMENTS
9.6.16 As outlined in Chapter 5, a large number of ANSPs plan major upgrades or a replacement
of their ATM system over the next 5 years.
9.6.17 Figure 133: shows that 14 ACCs already upgraded their Flight Data Processing (FDP)
system in 2008. This is significantly more than in any of the 5 preceding years.
9.6.18 Between 2009 and 2015, 31 more upgrades or replacements of FDP system55 are planned
which requires substantial capital expenditure. It will be a challenge for ANSPs to deploy
these new systems without negatively impacting the level of service quality provided
[Ref 36].
ATHINAI BRATISLAVA BRUSSELS BARCELONA ANKARA BRUSSELS BUCHAREST ANKARA BARCELONA BREMEN
BRINDISI BUDAPEST BUCHAREST CANARIAS BEOGRAD NICOSIA BEOGRAD BRATISLAVA MUNCHEN
CHISINAU RHEIN LISBOA BREMEN RHEIN CHISINAU BRINDISI ZURICH
MACEDONIA MADRID ISTANBUL SOFIA ISTANBUL CANARIAS
MILANO PALMA KYIV KYIV LANGEN
NICOSIA PRAHA LANGEN L'VIV LJUBLJANA
PADOVA SEVILLA MUAC MALMO MADRID
ROMA SKOPJE MUNCHEN TALLINN MILANO
WARSZAWA RIGA WARSZAWA PADOVA
SOFIA PALMA
TALLINN PRAHA
TIRANA ROMA
VILNIUS SEVILLA
WIEN SKOPJE
TAMPERE
TIRANA
VILNIUS
WIEN
<2005 2005 2006 2007 2008 2009 2010 2011 2012-2015 >2015
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Performance Review Report 2009(84)
