曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

Traffic planned in Nov. 2008 Traffic planned in Nov. 2009
Spain Canarias
-2% -2% -5% -5% -6% -7%
-10% -9% -9%
-12%
-3% -1%
200
400
600
800
1 000
1 200
1 400
2008 2009 2010 2011 2012 2013
En-route national costs
(M€2008)
0
200
400
600
800
1 000
1 200
Kilometres (M)
Costs planned in Nov. 2008 Costs planned in Nov. 2009
Traffic planned in Nov. 2008 Traffic planned in Nov. 2009
Italy
-4% -4% -6% -4% -5% -5%
-10% -11% -11% -11% -11%
-2%
0
250
500
750
1 000
1 250
1 500
1 750
2 000
2008 2009 2010 2011 2012 2013
En-route national costs
(M€2008)
0
250
500
750
1 000
1 250
1 500
1 750
2 000
Kilometres (M)
Costs planned in Nov. 2008 Costs planned in Nov. 2009
Traffic planned in Nov. 2008 Traffic planned in Nov. 2009
France
-1% -7%
4%
6% 5% 4%
-2%
-8% -9% -10% -11% -10%
500
750
1 000
1 250
1 500
1 750
2 000
2008 2009 2010 2011 2012 2013
En-route national costs
(M€2008)
0
250
500
750
1 000
1 250
1 500
Kilometres (M)
Costs planned in Nov. 2008 Costs planned in Nov. 2009
Traffic planned in Nov. 2008 Traffic planned in Nov. 2009
United Kingdom
CP2 CP3
-1% -8% -4% -3% -3%
-5%
-11%
-6% -7% -8% -12%
-1%
500
750
1 000
1 250
1 500
1 750
2 000
2 008 2 009 2 010 2 011 2 012 2 013
En-route national costs
(M€2008)
0
250
500
750
1 000
1 250
1 500
Kilometres (M)
Costs planned in Nov. 2008 Costs planned in Nov. 2009
Traffic planned in Nov. 2008 Traffic planned in Nov. 2009
Germany
Figure 110: Changes in planned en-route costs and traffic for the five largest States (€2008)
8.4.10 The costs profile provided by the four of the five largest States for the period 2009-2013
were revised downwards in November 2009. This indicates a degree of reactivity to the
sudden and significant decrease in traffic experienced at the end of 2008.
8.4.11 As mentioned in Footnote 39, the planned costs provided for the UK in Figure 110 are
computed as the product of the expected number of chargeable service units with the UK
planned unit rates. Since in the UK the en-route ANSP (NATS) does not operate under
the full cost-recovery regime but under a regime of independent economic regulation, the
data reported in Figure 110 (blue line and blue bars) reflect planned revenues rather than
planned costs. It should be emphasised that in both November 2008 and November 2009
the data provided for the years 2008-2010 are in line with the UK CAA proposal for CP2.
On the other hand, the UK CAA’s proposals for CP3 have not yet been determined so the
planned costs data provided for the year 2011 onwards (on the basis of NATS’ Business
Plan) are not directly comparable with the information provided for the years 2008-2010.
The cost increases projected by NATS during 2011-13 reflect reduced operating costs
being offset by increasing pensions costs and an increase in the cost of capital.
PRR 2009 97 Chapter 8: Cost-effectiveness
8.4.12 In June 2009, for the purposes of the Enlarged Committee meeting on Route Charges, the
five largest States provided the list of the cost-containment measures that will be
implemented from 2009 onwards. For the two years period 2009-2010, the five largest
States plan to save some €400M. On an annual basis, this represents some 5% of their
total national cost-bases.
8.4.13 NATS implemented a cost reduction programme on operating costs (reduction of some
€50M) by end 2010 (equivalent to some 7% of the NATS en-route annual cost-base).
NATS also plan to save some €300M in CP3 (2011-2015) with significant savings arising
from a change in pension arrangements42.
8.4.14 The cost-containment measures implemented by DSNA for the 2009 are associated with a
reduction in non-staff operating costs (€5M) and in capital related costs (€25M), together
amounting to some 3% of the annual en-route cost-base. Furthermore, staff reductions
negotiated in the last collective agreement would generate some €20M of savings per
annum.
8.4.15 In Spain, the State will bear some 10% of the en-route cost-base (€84.7M) in order to
maintain the 2010 unit rate at the same level as in 2009: EUROCONTROL costs (i.e.
€62.5M) will not be charged to airspace users and costs relating to MET and supervisory
　
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