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

costs) between 2004 and 2008.
8.7.11 The increase in ATCO employment costs (+21.1%) was not compensated by the increase
in ATCO-hour productivity (+12.6%), thereby resulting in increased ATCO employment
costs per composite flight-hour (+7.5%). Figure 126 also indicates that traffic volumes
increased much faster (+16.9%) than support costs (+2.0%), resulting in an appreciable
decrease of the support costs per composite flight-hour (-12.8%). The central part of
Figure 126 shows that between 2004 and 2008, given the respective weights of ATCO
costs (31%) and support costs (69%), the overall unit costs decreased by-7.3%.
+12.6%
+21.1%
+7.5%
-7.3%
-12.8%
+2.0%
+16.9%
"Traffic
effect"
increased
ATCO-hour
productivity
Decrease in
unit ATM/CNS
provision costs
2004-2008
"Support
costs effect"
increased
employment
costs per
ATCO-hour
increased
ATCO
employment
costs per
composite flighthour
decreased
support costs
per composite
flight-hour
Weight
31%
Weight
69%
Figure 126: Breakdown of changes in cost-effectiveness, 2004-2008 (real terms)
8.7.12 The decrease in support costs per composite flight-hour is consistent with expectations of
scale effects in the provision of ATM/CNS services: as the main part of support costs are
generally fixed costs in the short and medium terms, these are not expected to change
proportionally with traffic volumes.
8.7.13 Further details about the changes in ATCO-hour productivity, employment costs per
ATCO-hour and unit support costs at ANSP level can be found in forthcoming ACE 2008
Benchmarking Report [Ref. 36].
8.8 Conclusions
8.8.1 The PRC cost-effectiveness target proposed in 2003 (i.e. -14% decrease in unit costs for
the period 2003-2008) has been achieved.
8.8.2 This achievement directly translates into “savings” of some €3 billion with respect to
constant 2003 unit costs. The positive traffic growth during the 2003-2008 period has
greatly contributed to this achievement, along with greater cost-effectiveness awareness
among a majority of ANSPs.
8.8.3 According to benchmarking findings, the decrease in unit costs between 2004 and 2008 is
mainly due to the fact that support costs remained fairly constant while traffic increased
by +17%. This is consistent with expectations of scale effects in the provision of ATC
services. A main part of support costs, which represent 70% of ATM/CNS provision
costs, are generally fixed costs in the short and medium terms and are not expected to
change proportionally with traffic volumes.
PRR 2009 109 Chapter 8: Cost-effectiveness
8.8.4 However, 2008 marks the end of a positive business cycle for the European ANS system
and en-route unit costs are planned to sharply increase in 2009 and 2010. As a result, the
Pan-European target adopted by the Provisional Council in Nov. 2007 (-6% reduction of
unit costs between 2008 and 2010) will not be met.
8.8.5 The economic downturn, which became apparent in summer 2008, has affected the
aviation community throughout 2009 with unprecedented severity, requiring greater
flexibility on ANSPs and EUROCONTROL to adjust to new unfavourable economic
conditions. In this context, no doubt that the pressure to genuinely improve costeffectiveness
is high on the agenda of airspace users’ expectations.
8.8.6 Several European ANSPs have revised their plans accordingly and implemented costcontainment
measures for 2009 and 2010. All the five largest States plan to decrease their
en-route cost-base in 2009 or in 2010. EUROCONTROL has decided to freeze its 2010
cost-base at 2008 levels. It is important that these planned cost reductions materialise in
order to minimise under-recoveries that will negatively impact airspace users through
higher charges in future years.
8.8.7 It is however important that the implementation of cost-containment measures does not
contribute to jeopardize the provision of future ATC capacity. The decrease in traffic
offers some breathing space for ANSPs to prioritise the projects with the most promising
capacity outcomes, taking into account trade-offs, so that there is a better match between
capacity and demand when traffic growth resumes.
8.8.8 The current economic crisis clearly shows the limits of the full cost-recovery regime
where the under-recoveries generated in 2008 and 2009 will have to be borne by airspace
users in future years. In the context of SES II, the EC is developing Implementing Rules
on the performance scheme and also amending the Implementing Rules on the Charging
　
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