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LUUU (17)
UKOV (13.2)
LRBB (2.5) UKFV (4.3)
LBWR (-24.9)
LTAA (8.2)
LTBB (6.6)
LGMD (6.5)
LBSR (68.4)
LWSS (1.8)
LAAA (4.1)
LIBB (3.3)
LGGG (2.6) LCCC (12)
LMMM (3.6)
LIRR (-0.2)
LOZO (6.7) LYBA (7.9)
Lower airspace
Lower airspaces
LJLA (7.5)
LHCC (0.9)
LZBB (6.1)
LKAA (5.4)
EDUU (2.3)
EDMM (2.7)
LOVV (1.7)
LSAV (1.4)
LIPP (-4.3)
LIMM (-5.8)
LFMM (0)
LE CP (-2.1)
LECB (5.1)
LFBB (0.5)
LECM (-1.5)
LFRR (-1.2)
LECS (-3)
LPPC (2.3)
GCCC (-0.5)
LPPO (6.8)
EISN (-0.1)
EGPX (0.9)
EGTT (-1.5) EDYY (-0.3)
LFEE (-0.3)
LFFF (-0.8)
LSAG (-1)
EUROCONTROL Annual Report 2008 29
ATFM delay trend
Despite the current traffic decline, which is expected to
continue through much – if not all – of 2009, the overall
level of air traffic growth remains high. This serves to reinforce
the Agency’s commitment to meet the capacity
challenge by continuing to work towards the summer
en-route pan-European air traffic flow management
(ATFM) delay target of 1 minute per flight.
Over the 2008 summer period (May-October), the
average ATFM delay per flight was 2.8 minutes, of which
2 minutes were attributable to en-route delay.
Over the year, the average ATFM delay per flight was 2.3
minutes. Some 1.6 minutes of this figure were attributable
to en-route delay and 0.7 minutes to delays relating
to airport operations. The en-route delay of 1.6 minutes
in 2008 compares unfavourably with the 1.2 minutes for
2007 – even taking into account traffic growth experienced
over the year. Total delay increased by 10.4% over
2007, significantly higher than expected given the weak
traffic increase. In 2008, the proportion of daily delay
attributable to en-route causes increased by 32%.
The sharp increase in delay coupled with lower than
expected traffic growth is part of a worrying trend that
has seen capacity increase at a lower rate than demand
over the past three years. For the first time, there was
an effective decrease in European network ATM capacity
– estimated to be -2% for the summer period and
-4% for the 2008 as a whole. The main cause was an
insufficient number of air traffic controllers at some of
the critical area control centres (ACCs). This prevented
these centres from being able to open optimum sector
configurations, in spite of efforts to implement
flexible rostering and improved working practices. A
number of system limitations and the postponement
of major projects at some ACCs also contributed to this
result.
The average ATFM delay
per flight in 2008 was
2.3 minutes.
0
1
2
3 min/flight
1.0
1.7
1.2
1.4
1.0
1.4
1.6
2.0
2004 2005 2006 2007 2008
1.0
1.3
En-route ATFM delay
Provisional Council target
0
1
2
3 minutes
0.9
2.1
0.8
0.9
1.7
0.9
1.0
1.9
0.9
1.1
1.9
1.2
1.6
2004 2005 2006 2007 2008
2.3
-10%
0%
10%
20%
-3.7
13.2
0.4
11.5
9.8
2004 2005 2006 2007 2008
0%
20%
40%
-3.7
9.0 9.5
22.1
2004 2005 2006 2007 2008
34.0
0.7
0
1
2
3 minutes
0.9
2.1
0.8
0.9
1.7
0.9
1.0
1.9
0.9
1.1
1.9
1.2
1.6
2004 2005 2006 2007 2008
2.3
-10%
0%
10%
20%
-3.7
13.2
0.4
11.5
9.8
2004 2005 2006 2007 2008
20%
40%
-3.7
9.0 9.5
22.1
34.0
0.7
Daily delay per flight variation
Evolution of the average daily ATFM delay per flight
(summer period: May-October)
Evolution of the average daily ATFM delay per flight
(full year)
ATFM delay per flight
En-route delay per flight
Airport delay per flight
0
1
2
3 min/flight
1.0
1.7
1.2
1.4
1.0
1.4
1.6
2.0
2004 2005 2006 2007 2008
1.0
1.3
En-route ATFM delay
Provisional Council target
30
The Challenges of Growth Study
The Challenges of Growth 2008 Study, published in November
2008, has predicted that climate change and a lack of airport
capacity could mean that half of all flights are delayed
or cancelled at some of Europe’s most highly-congested airports
　
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