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may equally affect the performance of both types of organisations.
9.3 Estimated economic ANS costs at airports
9.3.1 While ANS performance in the en-route environment is relatively well understood,
measured and managed, the airport environment is generally more complex.
ESTIMATED INDIRECT SERVICE QUALITY COSTS
9.3.2 In order to develop a sound and commonly agreed framework for the measurement of
ANS-related operational performance at and around airports, the PRC launched the ATM
at Airports Performance (ATMAP) project in 2008 (see also Chapter 6).
9.3.3 The ATMAP project aims at developing relevant operational indicators (i.e. inefficiencies
in the taxi-phase, delays due to airborne terminal holdings, etc.) in cooperation with
interested stakeholders and is expected to establish solid and commonly agreed indicators
for the review of ANS-related performance at airports which will also be important in the
context of the SES II performance scheme.
9.3.4 Although some considerable progress has been made, the quantification of ANS-related
inefficiencies at airports is less mature and indicators for the consistent assessment of the
resulting economic impact are still being refined within the ATMAP project.
TERMINAL ANS COSTS
9.3.5 As outlined in Chapter 8.6, despite gradual transparency improvements due to the EC
Charging Scheme Regulation, there is still heterogeneity of situations resulting in
different levels of visibility and transparency on terminal ANS costs at European level.
9.3.6 An additional level of complexity is the possibility to recover terminal ANS costs through
other sources (e.g. cross subsidies such as revenues from other sources).
9.3.7 In view of the varying quality and completeness of data presently available on terminal
ANS costs, it is important to continue monitoring and to develop a deeper understanding
of the reported costs before terminal ANS costs can be considered in an economic
assessment. This is also particularly relevant in the context of the SES II performance
Political
Perspective
Airspace
User
Perspective
ANSP
Perspective
User
charges
Service Quality
(time, fuel)
Costeffectiveness
ECONOMY ENVIRONMENT
Operational
performance
Capacity
SAFETY
Safety
PRR 2009 112 Chapter 9: Economic Assessment
scheme to ensure the development of sound and relevant indicators for the setting of
performance targets.
TOTAL ECONOMIC ANS COSTS AT AIRPORTS
9.3.8 As the costs related to ANS-related performance at airports are not yet available with a
sufficient level of precision no attempt has been made to estimate total economic ANS
costs at airports.
9.4 Estimated economic en-route ANS costs
9.4.1 This section provides a consolidated view of ANS en-route performance for those KPAs
for which economic trade-offs are possible. The resulting economic en-route unit cost
therefore corresponds to the direct and indirect costs borne by airspace users for en-route
ANS in Europe.
ESTIMATED INDIRECT SERVICE QUALITY COSTS
9.4.2 Costs incurred by airspace users due to en-route ATFM delays (applied at the departure
airport) or non-optimum en-route flight profiles arise from extra time and additional fuel
burn (see also Chapter 5).
9.4.3 Figure 128 shows the estimated
costs of en-route ATFM delay in
Europe between 2001 and 2009.
9.4.4 Total cost of en-route ATFM delay
to European airspace users is
estimated to be € 550M in 2009.
9.4.5 Compared to 2008, this represents
a notable reduction of € 350M. As
outlined in Chapter 5, the reduction
was mainly due to the
unprecedented drop in traffic.
ATFM delay costs:
The most comprehensive report on the cost of ATFM delays
is the University of Westminster Report [Ref 37]. The report
is presently being updated.
Average costs of “tactical” delay on the ground (engine off)
are approximated to be close to zero for the first 15 minutes
and €82 per minute, on average, for ATFM delays longer
than 15 minutes (€ 2008 prices).
The estimate includes direct costs (crew, passenger
compensation, etc.), the network effect (i.e. the costs of
reactionary delays that are generated by primary delays) and
the estimated costs to an airline to retain passenger loyalty.
The cost of time lost by passenger is partly reflected.
It should be noted that there are inevitably margins of
uncertainty in the approximation of delay costs.
En-route Airport Total En-route Airport Total
2001 27.6 M 16.2 M 5.7 M 21.9 M € 1,350 M € 450 M € 1,800 M
2002 18.0 M 9.0 M 4.9 M 13.9 M € 750 M € 400 M € 1,150 M
　
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