Chapter 9: Economic Assessment
PRR 2009 110 Chapter 9: Economic Assessment
PART III - OVERALL ECONOMIC ASSESSMENT
9 ECONOMIC ASSESSMENT
KEY MESSAGES OF THIS CHAPTER
With the exception of safety where minimum agreed levels must be guaranteed, it is important to
develop a consolidated view in order to monitor overall economic performance for those KPAs for
which economic trade-offs are possible (capacity vs. delays, capacity vs. flight efficiency).
The indicators related to ANS performance at airports are not yet available with a sufficient level of
precision and therefore the economic assessment is limited to en-route ANS. Work is needed to include
ANS performance at airports in the economic assessment as soon as possible.
The first reference period of the SES II performance scheme starting in 2012 will mark a significant
change for European ANS performance and it is important to ensure the development of sound and
relevant key indicators which serve as a foundation for target setting.
Notwithstanding an increase of the unit costs for en-route ANS capacity provision in 2009, total
economic en-route unit costs show a significant decline (-6%) due the reduction of en-route ATFM
delays as a result of the significant reduction of traffic in 2009 and flight efficiency improvements.
9.1 Introduction
9.1.1 This chapter combines key indicators from the previous chapters (safety, service quality,
environment, cost effectiveness) for a consolidated economic assessment of ANS
performance.
9.1.2 The chapter ends with a reflection of the main challenges and developments relevant for
ANS performance in the future.
9.2 Consolidated assessment of ANS performance
9.2.1 Without a doubt, there are interdependencies between the individual key performance
areas evaluated in the individual chapters of this report.
9.2.2 Keeping apart from Safety53 which is difficult to assess in monetary terms and for which
minimum agreed levels must be guaranteed, there are clear trade-offs between the quality
of service domain, cost-efficiency, and the provision of capacity, as illustrated in Figure
127. Insufficient capacity results in lower service quality (non-optimum flight profiles)
while excess capacity entails higher than necessary costs (impact on cost-effectiveness).
9.2.3 In order to develop a consolidated view for those KPAs for which economic trade-offs
need to be considered, ANS performance is expressed in monetary terms.
9.2.4 Thus, the total economic ANS costs consist of direct costs (route and terminal charges)
and indirect costs (delays, non-optimum flight profiles) and enable the monitoring of total
economic costs borne by airspace users while considering relevant economic trade-offs.
9.2.5 The consolidated indicator corresponds to the Strategic economic objective agreed by
Transport Ministers in 2000 “to decrease the direct and indirect ATM-related costs per unit
of aircraft operations”, which is still relevant under SES.
9.2.6 The ultimate goal must be to provide the necessary airport and en-route capacity within
required safety levels whilst minimising total ANS economic gate-to-gate costs to
airspace users.
53 In addition to the minimum agreed safety levels which are not subject to any trade-offs, it is acknowledged
that there may be interdependencies between safety and other performance areas.
PRR 2009 111 Chapter 9: Economic Assessment
Figure 127: Perspectives on ANS performance
9.2.7 Safety is not a performance area related only to ANS service provision, but a common
performance area for both airspace users and air navigation service providers. Improper
safety management at operational level or inadequate safety assurance at regulatory level
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