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jeopardize the provision of future ATC capacity. The decrease in traffic offers some breathing space for
ANSPs to prioritise the projects with the most promising capacity outcomes, taking into account trade-offs, so
that there is a better match between capacity and demand when traffic growth resumes.
The current economic crisis clearly shows the limits of the full cost-recovery regime where the underrecoveries
generated in 2008 and 2009 will have to be borne by airspace users in future years. In the context
of SES II, the EC is developing Implementing Rules on the performance scheme and also amending the
Implementing Rules on the Charging Scheme. These Implementing Rules foresee the introduction of an
incentive scheme based on risk sharing and on the principle of determined costs. This should contribute to
better incentivise performance improvements and balance risks between States/ANSPs and airspace users.
The transparency of terminal ANS costs charged to airspace users is gradually improving with the setting of
the 2010 terminal navigation charges according to the EC Charging Scheme Regulation. However, the quality
and completeness of data provided vary significantly across States. This information is now analysed for the
first time in a PRR to provide an overview and an initial assessment of terminal ANS cost-effectiveness.
The PRC considers that, in the context of SES II performance scheme, it is important to start effective
monitoring of terminal ANS cost-effectiveness in order to pave the way for the setting of future EU-wide costefficiency
targets.
Economic Assessment
The indicators related to ANS performance at airports are not yet available with a sufficient level of precision
and therefore the economic assessment is limited to en-route ANS. Work is needed to include ANS
performance at airports in the economic assessment as soon as possible. This is particularly important in the
context of the SES II performance scheme.
With the exception of safety where minimum agreed levels must be guaranteed, it is important to develop a
consolidated view in order to monitor overall economic performance for those KPAs for which economic
trade-offs are possible (costs related to capacity provision vs. costs associated with service quality).
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY PRR 2009
ix
The significant improvements observed for direct en-route ANS costs between 2004 and 2008 were almost
cancelled-out by increases in en-route ATFM delays and en-route extension. This indicates the importance of
managing the entire system performance.
0.9 0.8 0.8 0.8 0.8
0.3 0.3 0.3 0.3 0.3
0.06 0.07 0.08 0.10
0.8
0.2
0.09 0.07
-2% -1% -1% 1% -6%
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
2004 2005 2006 2007 2008 2009P
€2008/km
Cost of ATFM
delay
Cost of route
extension
Cost of capacity
Source:
PRC analysis
Notwithstanding an increase of the unit costs for en-route ANS capacity provision in 2009, total economic enroute
unit costs show a significant decline (-6%) due the reduction of en-route ATFM delays and flight
efficiency improvements which were to a large extent driven by the significant reduction of traffic in 2009.
The first reference period of the SES II performance scheme starting in 2012 will mark a significant change
for European ANS performance and it is important to ensure the development of sound and relevant key
indicators which serve as a foundation for target setting
Outlook
After a continuous traffic growth for a number of years, at very high rates in some parts of Europe, the
unprecedented downturn due to the economic crisis in 2008/09 cancelled-out three full years of traffic growth.
Air traffic dropped by 6.6% in 2009, which cut traffic back to 2006 levels.
Airlines already in a highly competitive market were forced to quickly adapt to the drastic changes in market
conditions by quickly cutting costs and capacity. Despite all cost cutting measures and capacity reductions in
response to the drop in demand, airlines expect the highest annual loss ever reported for the industry in 2009.
The Association of European Airlines (AEA) forecasts an aggregate loss for its members of € 3 billion which
is more than 50% higher than the losses following the events of 11 September 2001.
Despite specific cost containment measures, ANSPs showed a limited ability to adjust costs in line with the
exceptional fall in air traffic in 2009. The limited degree of flexibility to quickly adjust to changing conditions
is partly due to the characteristics of the cost structure which is largely fixed in the short term but also due to
the lack of incentives provided by the current ANS funding system which is based on the “full cost recovery
　
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