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these 30 sectors alone is
estimated to be in the order
of €300M.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
1
31
61
91
121
151
181
211
241
271
301
331
361
391
Number of en-route sectors
% of en-route ATFM delay
2006
2009
Source: CFMU
Figure 58: Cumulative distribution of en-route ATFM
delays by sector
UNDERLYING DRIVERS
5.2.20 Figure 59 provides an indication of the underlying en-route ATFM delay causes as
reported by the flow managers. The en-route ATFM delay is shown in terms of delay per
flight (top of Figure 59) and delay per controlled flight hour (bottom of Figure 59).
0
1
2
3
4
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
Warszawa Nicosia Wien Madrid Zurich Rhein/
Karlsruhe
Langen Zagreb Athinai+
Macedonia
Canarias
0%
2%
4%
6%
8%
ATC Capacity & Staffing ATC Other (strike, equipment, etc.)
WEATHER OTHER (Special event, military, etc.)
% of flights delayed
by more than 15 min.
Source:
PRC Analysis/ CFMU
En-route ATFM delay
per flight
0 1 2 3 4 5 6 7 8
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
2007
2008
2009
Warszawa Nicosia Wien Madrid Zurich Rhein/
Karlsruhe
Langen Zagreb Athinai+
Macedonia
Canarias
0%
2%
4%
6%
% of flights delayed 8%
by more than 15 min.
En-route ATFM delay
per flight hour controlled
Delay per flight hour controlled
Delay per flight
Figure 59: ATFM en-route delay drivers (most delay generating ACCs)
5.2.21 Similar to the distribution in Figure 56, ATC capacity & staffing related issues are by far
the main cause of en-route ATFM restrictions.
PRR 2009 Chapter 5: Operational En-route Performance
48
5.2.22 Apart from Langen, the Canarias, and Madrid all ACCs show a year on year improvement
between 2008 and 2009. Nevertheless, in some cases the significant traffic decrease did
not result in a similar delay decrease (Warsaw, Vienna, Rhein/Karlsruhe, etc.).
5.2.23 Contrary to most other ACCs, the traffic peak in the Canarias is in winter. More than 90%
of the annual en-route ATFM delay was generated in November and December and the
delay is therefore not included in the present European en-route ATFM target which only
covers summer.
5.2.24 While the summer en-route ATFM target proved to be an effective means for the
mitigation of delays during the most challenging period of the year, the binding EU-wide
capacity targets to be set within the SES performance scheme need to consider
performance throughout the entire year.
5.2.25 Figure 60 shows the geographical distribution of the most en-route ATFM delay
generating ACCs in 2008 and 2009. As was the case in 2008, the majority of the most
delay-generating ACCs are outside the European Core Area.
5.2.26 Some 10% of total en-route ATFM delay originates from Warsaw ACC, 8% from Madrid
ACC and the South-east axis stretching from Austria via Croatia, Greece and Cyprus
accounted for some 28% of total en-route delay. Finally, the German ACCs
Rhein/Karlsruhe and Langen accounted for some 18% of total en-route delays in 2009.
5.2.27 It is important also to note that all the ACCs in UK, France, Italy, Czech Republic,
Portugal, etc. had a very low level of en-route delays in 2009 continuing the
improvements made in the previous years or maintaining a constant good performance.
LIS
CAN
ANK
SCO
SHA
ROM
MAD
STO
BRE
BOD
LON WAR
IST
BAR
TAM
BUC
MAA
SIM
KIE
ATH+MAK
MAR
MAL
MAL
STA
NIC
BOR
RHE
SEV
BRI
KHA
ROV
COP
LVO
ZAG BEO
OSL
VIL
TAL
WIE
SOF
PRA
VAR
REI
RIG
PAD
BUD
MUN ODE
TIR
PAR
BRAT CHI
ZUR
GEN
SKO
　
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本文鏈接地址：Performance Review Report 2009(40)