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MUN
TIR
PAR
BRAT CHI
GENZUR YER
SKO
LJU
LAN
BREM
AMS
BRU
DUB MAN
LON TC
PAL
Lower Airspace
Lower Airspace
Traffic variability 2009
< 1.15
> 1.15
> 1.25
> 1.35
> 1.45
Figure 22: Seasonal traffic variations at ATC-Unit level
EVOLUTION OF TRAFFIC PATTERN
2.7.8 The evolution of traffic at European level over the last ten years shows higher traffic
growth during summer and during weekends.
2.7.9 Figure 23 shows that, over the years, the difference between week and weekend traffic
has decreased. While in 1997 the average traffic level was by 29% higher on weekdays
than on weekends the ratio was only 19% in 2009.
0%
5%
10%
15%
20%
25%
30%
35%
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Week/Weekend traffic ratio
data source: EUROCOONTROL/CFMU 0%
5%
10%
15%
20%
MON TUE WED THU FRI SAT SUN
1997 2009
Distribution of traffic per day
Figure 23: Within week variability
2
PRR 2009 Chapter 2: Traffic
15
PEAK TRAFFIC
2.7.10 Both the peak and average European daily traffic decreased in 2009, as shown in Figure
24. There were 31 040 flights on 26 June 2009, compared with the record of 34 105
flights on 27 June 2008 (-9%).
20 000
25 000
30 000
35 000
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Peak Day Avg Daily Traffic
Daily number of flights
data source: EUROCONTROL/CFMU
Figure 24: Peak day and average daily traffic
2.8 Conclusions
2.8.1 Due to the economic crisis, the number of controlled flights in Europe dropped to
9.4 million in 2009, an unprecedented decrease of -6.6% compared to 2008, which
reduced traffic to 2005-2006 levels.
2.8.2 Average daily traffic in Europe was around 25,800 flights a day, compared to 27,500 in
2008. However, a small number of States, notably in the South-Eastern part of Europe,
recorded positive growth of up to +9%.
2.8.3 All market segments shrank, in particular Business Aviation (-14%), Cargo and charter
flights (-13%) and Scheduled flights (-7%). “Low cost” flights decreased by -2%.
2.8.4 For 2010, EUROCONTROL forecasts that the number of flights in Europe will grow by
+0.8%, compared to a long-term average of +2.8% annual growth, reflecting continued
uncertain economic growth.

Chapter 3: Safety
PRR 2009 16 Chapter 3: Safety
PART II - KEY PERFORMANCE AREAS
3 Safety
KEY MESSAGES OF THIS CHAPTER
 The number of reported high-risk Separation Minima Infringements decreased by 30% in 2008 and the
number of reported high-risk runway incursions decreased by 5%, but Severity A runway incursions
have increased by 2 (from 12 to 14).
 Although there is a continuing increase in the reporting of incidents in many States, it remains of
concern that the number of reporting States remains relatively low (29) and that there has been no
progress in the remaining 9 States in the last 5 years;
 Amongst EUROCONTROL Member States the safety maturity target of 70% was not reached by 11
Regulators and 7 ANSPs. However, between 2002 and 2009 the average ANSP maturity has increased
by 27% to 82% and the average ATM Regulator maturity - by 23% to 76% (+ text of 3.4.8).
 A Just Culture environment exists in a minority of EUROCONTROL Member States. This does not
facilitate the deployment of a robust safety occurrence reporting system and represents a major
obstacle to EUROCONTROL-wide safety performance monitoring.
 To improve the consistency of safety data there is an urgent need to deploy automatic safety data
acquisition tools across European ATM.
 The SES II Performance scheme, administered by the PRB, must cooperate with ICAO CMA and
EASA in a well defined organisational structure with clear accountabilities to enhance consistent safety
levels in the 27 EU Member States, wider Europe and the world.
 The SES Performance scheme, with its target-setting process harmonised at European level, has the
potential to improve European-wide safety, with resulting benefits to the citizens of Europe.
3.1 Introduction
3.1.1 This chapter reviews the safety performance of EUROCONTROL Member States
measured in 2009. However, bearing in mind that the safety occurrence reports for 2008
were compiled and sent to EUROCONTROL in 2009, the corresponding analysis and key
　
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