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Dutch Aviation Law Act and came into force on 19 July 2006. The main objective is protection against abuse of
dominant position at Schiphol. The framework complies with ICAO’s principles on non-discrimination, transparency
and cost relatedness (including a reasonable rate of return) for the aviation activities, and allows for a contribution from
the non-aviation activities. The Office of Transport Regulation of the Netherlands Competition Authority (NMa) has
been designated as the independent supervisory authority.
According to the current Dutch Aviation Law Act, the airport charges of the regional airports, designated for civil
aviation require ex ante approval by the Crown. In this context, the Ministry of Transport carries out a limited review,
which is based on ICAO’s principles of non-discrimination, cost relatedness and transparency.”
Air navigation services
“The policies and practices applied to charges levied in the Netherlands for air navigation services generally comply
with the principles set out in the paragraphs 38 up to and including 41 of Doc 9082. Furthermore, as of 1st January
2008, both the en route service and the terminal service units have been calculated in line with Regulation 1794/2006.
The unit rates and their underlying national costs are in line with the Commission Regulation 1794/2006, while
observing the EUROCONTROL principles for establishing the cost base for en route facility charges and the
calculation of the unit rates as well as the conditions of application of the route charges system and conditions of
payment.
In line with Article 7 of Regulation 1794/2006, the cost of all eligible services, facilities and activities as defined in
Article 5 of the Regulation, have been allocated, in a transparent manner, to the charging zones, in which they are
actually incurred. Both the en route and the terminal unit rates are based on full cost recovery.
The Dutch en route charging zone covers the whole of the Amsterdam Flight Information Region (FIR). A single cost
base and a single unit rate are applicable to this charging zone, except for helicopter flights in specified North Sea areas
(to which areas a separate charge is applicable). Maastricht Upper Air Control Centre (MUAC) provides air navigation
services (ANS), including meteorological services in the FIR Amsterdam above flight level 245. LVNL (Air Traffic
Control the Netherlands) provides ANS (also including meteorological services by KNMI) in the air space outside a
radius of 20 km (= 12 nautical miles) around the terminals in the terminal charging zone up to FL 245. The approach
services are part of the en route services. On the basis of operational requirements the ANS approach costs are
allocated to the en route charging zone. KNMI provides MET services in the FIR Amsterdam.
SUPPLEMENT TO DOC 9082 53
As of 1st January 2008, all airports controlled by LVNL (Amsterdam Airport Schiphol, Rotterdam Airport, Groningen
Airport Eelde, Maastricht Aachen Airport) have been put together into one single group of airports. A terminal
charging zone has been established, comprising the airports of this group. A single cost base and a single unit rate are
also applicable to this terminal charging zone.
The economic oversight function is carried out by the Dutch National Supervisory Authority in accordance with
Article 4 of Regulation 549/2004 of the European Parliament and of the Council of 10th of March 2004 (framework
regulation).
In line with the Commission Regulation 1794/2006 LVNL and KNMI organize user consultation meetings both on the
en route and terminal charging schemes (costs, unit rates, etc.).”
NETHERLANDS ANTILLES
SOURCE DATED: 5 MARCH 2000.
“The general policy of Princess Juliana International Airport is based on a balance between costs and charges levied
for services rendered.”
NETHERLANDS – ARUBA
SOURCE DATED: 5 APRIL 1994.
Air navigation services
“Possibility exists for navigation charges to be charged in the future by the Aruba Department of Civil Aviation, after
installation of planned radar equipment.”
NEW ZEALAND
SOURCE DATED: 12 JUNE 2001.
Airports
“New Zealand is of the view that the basis for determining charges for airports and air navigation services should
reflect, in so far as possible, the efficient cost of providing services and should endeavour to provide a reasonable rate
o return to owners. This will help encourage appropriate level of investment in the civil aviation industry. (...)
Under current New Zealand policy, airports are required to account separately for non-competitive and competitive
services, and charges for non-competitive services must be based on the actual cost of those services. In this context,
　
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