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regulation 1794/2006, [Ref. 33]). This is definitively a significant step forward towards
greater transparency on these costs. This information is now analysed for the first time in
a PRR to provide an overview and an initial assessment of terminal ANS costeffectiveness.
8.6.2 EC regulation 1794/2006 [Ref. 33]
covers both en-route and terminal ANS.
It applies to all 27 EU States as well as
associated States having signed specific
agreement with the Community. Figure
119 displays the States covered by the
Regulation as well as their status
concerning the provision of terminal
ANS data.
8.6.3 Data were not provided by Albania,
Croatia, F.Y.R Macedonia, Serbia,
Montenegro, Turkey and Ukraine which
are not bound to SES regulations.
8.6.4 Furthermore, Art. 1(5) of the regulation
indicates that Member States with
airports handling less than 50 000
movements may decide not to apply the
regulation.
TNC provided
TNC not provided as airports < 50 000 mvts
TNC not provided
Figure 119: Status of 2008 terminal ANS data
provision
8.6.5 In accordance with this article, four States (Estonia, Latvia, Malta and Slovak Republic)
did not provide any data. Luxembourg did not provide complete data for the period 2008-
2013. Similarly, the associated States such Norway and Switzerland did not report
terminal ANS costs according to the EC regulation 1794/2006.47
8.6.6 According to this Regulation, terminal ANS costs
relate to the costs of:
 Aerodrome control services, aerodrome FIS
including air traffic advisory services and
alerting services;
 ATS relating to the approach and departure of
aircraft within a certain distance of an airport
on the basis of operational requirements; and,
 An appropriate allocation of all other ANS
components, reflecting a proportionate
attribution between en-route and terminal
services.
Scope of EC regulation 1794/2006
All airports above 150 000 commercial
air transport movements48 are covered by
this Regulation. Airports below 50 000
movements may be exempted at the
discretion of States, while airports
between 50 000 and 150 000 movements
may only be exempted when they fulfil
certain criteria related to the economic
and regulatory environments in which
they operate. In total, the Regulation
covers around 215 airports within the
Community, which represents some 74%
of the total Community air transport
movements.
47 For these reasons, terminal ANS costs analysed in this Section differ from the data reported in Figure 102 which
relate to the 36 ANSPs which provide specific information to the PRC for benchmarking purposes (see Section
8.7).
48 Counted as the sum of take-offs and landings and calculated as the average over the previous three years.
PRR 2009 103 Chapter 8: Cost-effectiveness
8.6.7 Despite transparency improvements on terminal ANS costs at European level, there is still
a great deal of diversity for the following main reasons:
 Whereas harmonised processes and mechanisms for reporting ANS en-route costs and
setting charges are well established, such processes for the determination of terminal
ANS charges only started in November 2009 with the setting of the 2010 terminal
navigation charges (Art 18(2) of EC regulation 1794/2006 [Ref. 33]);
 The Regulation foresees a period of convergence towards a common formula for the
computation of terminal service units between 2010 and 2015 allowing States to limit
redistribution effects between airspace users. Therefore, the formula will not be fully
harmonised before 2015, which makes it difficult to compare terminal unit rates until
then;
 The Regulation explicitly foresees the possibility to recover terminal ANS costs
through other sources (e.g. cross subsidies such as revenues from other sources). For
cost-effectiveness analysis and benchmarking purposes this requires having an
understanding of, and making a distinction between “the costs to provide terminal
ANS” and “the costs charged for terminal ANS”.
8.6.8 In 2008, terminal ANS costs for the 21 States that reported this information amount to
some €1 500M (see also Annex IX). Figure 120 below provides the breakdown of
terminal ANS costs by services (see left-hand side) and by categories (see right-hand
side). By and large the cost breakdown is of the same order of magnitude as for en-route
(see Figure 112).
Com.
7%
ATM
73%
Surveillance
6%
AIS
2%
MET
4%
Navigation
7%
Supervision
　
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