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(Summer)
Figure 54: Summer ATFM en-route delay target
5.2.3 After a continuous increase between 2004 and 2008, a considerable reduction to 1.2
minutes of en-route ATFM delay per flight is visible in 2009. Even though the economic
crisis reduced traffic levels far below planned ANSP capacity in 2009, the en-route
summer ATFM delay target of one minute was not achieved. The reasons for this are
explored in more detail in a later section of this chapter.
5.2.4 Figure 55 shows the evolution of effective capacity13 and air traffic demand between 1990
and 2009. Due to the traffic situation and cost containment measures at some ACCs and
the adaptation of the available capacity to the reduced demand, the addition of ATC
capacity has slowed down to only 0.4% in 2009.
50
100
150
200
250
300
350
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
km index 1990=100
0
1
2
3
4
5
6
Traffic volume (km)
Effective Capacity
Traffic forecast
En-route ATFM delay
per flight (summer)
Source : EUROCONTROL
Widening
capacity gap
Closing
capacity gap
Closing
capacity gap
Widening
capacity gap
Forecast
ATFM delay in minutes per flight
Figure 55: Matching effective capacity and air traffic demand
13 Effective capacity is defined as the traffic which can be handled, given an optimum level of ATFM en-route
delay of 1 minute per flight (cf. PRR 5 (2001), Annex 6).
PRR 2009 Chapter 5: Operational En-route Performance
45
5.2.5 Despite the drop in traffic and the uncertainties attached to the current air traffic forecasts,
it is important to continue to close existing capacity gaps and to carefully plan capacity
increases in order to accommodate future traffic demand and to keep en-route ATFM
delays at optimum level as it takes usually several years for capacity enhancement
initiatives to take effect.
5.2.6 Past experience shows cyclic behaviour in traffic growth. For some centres, the current
traffic downturn could even be used as an opportunity to start preparing future capacity
enhancement initiatives without having the pressure of continuous high traffic growth.
Capacity planning and ACCs envisaging the implementation of new ATM systems are
addressed in more detail in a later section of this chapter.
EUROPEAN ATFM EN-ROUTE PERFORMANCE
5.2.7 Figure 56 shows the evolution of en-route ATFM delays14 in Europe between 2006 and
2009.
5.2.8 The traditional indicator “delay per flight” is not easy to communicate and is therefore
complemented by the “percentage of flights delayed by more than 15 minutes” (blue line
in Figure 56) which is –together with the delay per flight hour - also one of the possible
candidates for en-route capacity target setting in the SES II performance scheme. As can
be seen in Figure 56, both indicators show a close correlation.
5.2.9 As already observed for the summer period (see Figure 54), ATFM en-route delays have
decreased in 2009. Similarly, the share of flights delayed by en-route ATFM restrictions
decreased compared to 2008. In 2009, 5.1% (7.8% in 2008) of flights were ATFM enroute
delayed of which 2.6% (4.0% in 2008) were delayed by more than 15 minutes.
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
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10
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12
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10
11
12
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10
11
12
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10
11
12
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4
2006 2007 2008 2009
per flight (min.)
0%
1%
2%
3%
4%
5%
6%
7%
8%
ATC Capacity & Staffing ATC Other (strike, equipment, etc.)
WEATHER OTHER (Special event, military, etc.)
En-route delay target (Summer) Actual en-route ATFM delay (Summer)
En-route ATFM delayed flight (>15min.)
2003
2004
2005
2006
2007
2008
2009
ATFM en-route delay YEARLY
Source:
PRC Analysis ; CFMU
600
700
800
900
1,000
1,100
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10
11
12
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10
11
12
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10
11
12
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10
11
12
2,006 2,007 2,008 2,009
flights ('000)
Traffic
6
7
8
9
10
11
　
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本文鏈接地址：Performance Review Report 2009(38)