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Agreed Target
Route extension (km/flight)
-2 km per flight
(agreed target)
60
40
20
0
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
48.7 48.2 48.9 48.8
-1.2%
-1.0%
-1.5%
1.9%
Costs per km
Total costs (1998 = index 100)
Traffic (1998 = index 100)
PRC target
Total en-route ANS costs (€2007)/km
All States in the CRCO system
PC adopted target
PRC notional target
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3 100
130
160
190
220
250
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
Cost of route extension
Cost of ATFM delay
Cost of capacity
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
€/km
35
33
30 28
22
24
19 18
ANSPs
Regulators
11
13
9
N° of entities with maturity below 70%
Target
30
25
20
15
10
5
0
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
Other (special event, military, etc.)
Weather
Other (strike, equipment, etc.)
ATC Capacity & Staffing
4.1
En-route ATFM delay/flight (min.)
Target
6
5
4
3
2
1
0
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
5.5
3.6
3.1
1.8
1.2 1.2 1.3 1.4 1.6
1.9
Direct en-route extension
TMA Interface
Agreed Target
Route extension (km/flight)
-2 km per flight
(agreed target)
60
40
20
0
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
48.7 48.2 48.9 48.8
-1.2%
-1.0%
-1.5%
1.9%
Costs per km
Total costs (1998 = index 100)
Traffic (1998 = index 100)
PRC target
Total en-route ANS costs (€2007)/km
All States in the CRCO system
PC adopted target
PRC notional target
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3 100
130
160
190
220
250
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
route extension
ATFM delay
Cost of capacity
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0
98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13
Skyway 51 - Spring 2009 9
Focus
Concerning safety, reported high-risk
separation minima infringements and
runway incursions have decreased,
against a general rise in traffic and total
incident reports. This appears to indicate a
positive trend in ATM safety. However, the
latest safety maturity survey (March 2008)
showed that 13 States and 9 ANSPs
did not reach the minimum acceptable
maturity level of 70%. The target that all
regulators and ANSPs should reach this
minimum level by end 2008 remains a
challenge.
The agreed target for en-route capacity
and delays has not been met since
2006. Summer 2008 en-route ATFM
delays increased for the fourth consecutive
year and exceeded the agreed target
by 90% (1.9 min./flight versus a target of
1 min/flight). 4.3% of flights were delayed
more than 15 minutes due to en-route
ATFM delays (3.3% in 2007).
While the majority of ACCs met or
exceeded their ATC capacity plans,
inadequate plans or the failure to deliver
capacity as planned because of inadequate
plans in a few ACCs (notably
Warsaw, Copenhagen, Nicosia, Zagreb,
Vienna, Rhein and Zurich) had a negative
impact on the performance of the overall
European network. This illustrates the
need for a collective approach to performance
management.
Although traffic is currently declining,
it would be a short-sighted decision
to cut back investment in future ATC
capacity. Instead, States and ANSPs
should continue to work to close existing
capacity gaps where possible, in order to
improve system flexibility, to optimise use
of resources, and to prepare for traffic
recovery.
Turning to flight efficiency, the target
agreed in 2007 has not yet been met.
Improvements in relative route extension
(-0.2%) were masked by increasing
average flight distance (+3% per year.).
It is important for future initiatives to
improve flight efficiency, while preserving
safety and capacity, and to provide
economic and environmental benefits.
As for cost-effectiveness, the real
en-route unit cost decreased from 0.87
€/km to 0.76 €/km between 2003 and
2007, i.e. a reduction of -3.4% per year,
　
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本文鏈接地址：Skyway Magazine Spring 2009(7)