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

2003 14.8 M 5.6 M 5.5 M 11.2 M € 450 M € 450 M € 900 M
2004 14.9 M 5.2 M 6.1 M 11.3 M € 450 M € 500 M € 950 M
2005 17.6 M 6.3 M 7.4 M 13.6 M € 500 M € 600 M € 1,100 M
2006 18.4 M 7.7 M 6.7 M 14.4 M € 650 M € 550 M € 1,200 M
2007 21.5 M 9.2 M 7.7 M 16.9 M € 750 M € 650 M € 1,400 M
2008 23.8 M 11.2 M 7.6 M 18.9 M € 900 M € 650 M € 1,550 M
2009 15.2 M 6.9 M 5.3 M 12.2 M € 550 M € 450 M € 1,000 M
source: EUROCONTROL
Year Total ATFM
delays (min.)
ATFM Delays > 15 minutes Estimated cost of ATFM delays
(Euro - 2008 Prices)
Figure 128: Estimated costs of ATFM delay
9.4.6 Figure 129 shows the estimated cost related to horizontal en-route extension (see Chapter
5). The methodology for measuring flight efficiency has been developed in 2004 and
hence data are not available before 2004.
PRR 2009 113 Chapter 9: Economic Assessment
9.4.7 For the approximation of costs due
to en-route extension, it is important
to recall that the indicator measures
the difference between the actual
flown flight profile and the great
circle distance, which is (due to
capacity and safety constraints) an
unachievable optimum.
Costs of en-route extension:
The costs related to horizontal en-route extension include
both the costs of extra fuel burnt and additional flight time.
In the case of route extension, the additional time is
predictable in most cases and normally reflected in
scheduled flight times. The “strategic” cost buffer included
in airline schedules is estimated at €41 per minute (€ 2008
prices) on average for a flight in Europe to which the cost of
extra fuel is added [Ref. 37].
9.4.8 Total cost related to en-route extension is estimated to be around € 2000M in 2009. There
was a notable reduction compared to 2008 which was partly related to improved en-route
flight efficiency (see Chapter 5) but also partly due to the lower jet fuel prices in 2009
(see also Chapter 2).
Cost of TIME Cost of FUEL
Year
Total extra
distance (M km)
Total extra time
('000 hrs.)
Cost of time
(€2008 prices)
Total extra fuel
(M t)
Cost per tonne
(€2008 prices)
Cost of total extra
fuel (€2008 prices)
Total costs
(€2008
prices)
2004 435 555 € 1 350 M 1.45 Mt € 399 € 600 M € 1 950 M
2005 427 544 € 1 350 M 1.42 Mt € 549 € 800 M € 2 150 M
2006 440 560 € 1 400 M 1.46 Mt € 611 € 900 M € 2 300 M
2007 470 599 € 1 500 M 1.56 Mt € 605 € 950 M € 2 450 M
2008 473 603 € 1 500 M 1.57 Mt € 770 € 1 200 M € 2 700 M
2009 429 545 € 1 350 M 1.47 Mt € 453 € 650 M € 2 000 M
Figure 129: Estimated costs of sub-optimal horizontal flight efficiency
EN-ROUTE ANS COSTS
9.4.9 Total en-route ANS costs are projected to be € 6800M in 2009 which is an increase
compared to 2008. A more detailed evaluation of en-route ANS costs is provided in
Chapter 8 of this report.
9.4.10 Future assessments of economic en-route ANS costs will also need to consider costs
related to new equipment arising from the ATM Master plan.
9.5 Evolution of Total economic en-route ANS Costs
9.5.1 The following section provides an estimate of total economic ANS en-route costs
between 2004 and 2009.
9.5.2 The Key Performance Indicator (KPI) for total economic en-route ANS costs is the real
unit economic cost, i.e. the deflated ANS cost per km. Figure 130 shows the derivation of
this indicator, and its evolution between 2004 and 2009.
PRR 2009 114 Chapter 9: Economic Assessment
€ 2008 PRICES 2004 2005 2006 2007 2008 2009 P
Cost of capacity (€M) 6 100 6 200 6 200 6 400 6 700 6 800 (P)
Cost of ATFM en-route delays (€M) 450 500 650 750 900 550
Cost of route extension (€M) 1 950 2 150 2 300 2 450 2 700 2 000
Total economic cost (€M) 8 450 8 800 9 200 9 600 10 250 9 350 (P)
Total distance charged (M km) 7 050 7 450 7 800 8 300 8 850 8 550 (P)
Real unit economic cost (€/km) €1.20 €1.18 €1.17 €1.15 €1.16 €1.10 (P)
Figure 130: Total economic en-route costs
9.5.3 The evolution of the economic en-route unit costs at European system level in Figure 131
illustrates the importance of a consolidated view. The notable improvements observed for
direct en-route ANS costs (dark blue) between 2004 and 2008 were almost cancelled-out
by increases in en-route ATFM delays and en-route extension. This indicates the
importance of managing the entire system performance.
　
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