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0.9 0.8 0.8 0.8 0.8
0.3 0.3 0.3 0.3 0.3
0.06 0.07 0.08 0.10
0.8
0.2
0.09 0.07
-2% -1% -1% 1% -6%
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
2004 2005 2006 2007 2008 2009P
€2008/km
Cost of ATFM
delay
Cost of route
extension
Cost of capacity
Source:
PRC analysis
Figure 131: Real unit economic en-route cost
9.5.4 Despite 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 to the reduction of
costs related to en-route ATFM delays and flight efficiency improvements which were to
a large extent driven by the significant reduction of traffic and the lower fuel price in
2009 (see Figure 18 in Chapter 2).
9.5.5 The long term analysis in Figure 132 reveals cyclic behaviour which suggests a reactive
management of capacity (i.e. capacity issues are only solved when they appear or
pressing on costs in periods of low delays).
9.5.6 Periods of high delays and low cost, or vice-versa, can be observed until 1999, as shown
in Figure 132. The unit economic cost remains approximately constant, and there is no
improvement in ANS economic costs borne by users.
9.5.7 Such cycles can be avoided and overall performance improved with proactive capacity
management54, based on proper performance indicators and performance management - in
this case capacity management as applied since 2001.
54 Proactive capacity management compensates the lag in raising capacity (typically 3-5 years) by proper planning.
PRR 2009 115 Chapter 9: Economic Assessment
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009P
2010P
2011P
2012P
2013P
2014P
€2008 per kilometre
0
1
2
3
4
5
6
Minutes of en-route ATFM delay per flight and traffic
index
En-route unit costs Traffic (index: 1990=100) En-route delay (Summer)
All States in Route Charges system data source : EUROCONTROL/CRCO, CFMU (delay)
Figure 132: Evolution of en-route ATFM delays, unit costs and traffic
9.6 Challenges and developments ahead
9.6.1 The following section outlines some of the main challenges and developments relevant
for ANS performance.
TRAFFIC DECREASE AND ANS PERFORMANCE
9.6.2 After a continuous traffic growth for a number of years, in some parts of Europe at very
high rates, the unprecedented downturn due to the economic crisis in 2008/09 cancelledout
three to four full years of traffic growth. Air traffic dropped by 6.6% in 2009 which
effectively cut traffic back to 2005/6 levels (see Chapter 2).
9.6.3 Airlines already in a highly competitive market were forced to quickly adapt to the drastic
changes in market conditions by quickly cutting costs and capacity. The temporary
suspension of the “use it or lose it” rule by the European Commission for the Summer
season 2009 enabled airlines to significantly scale-back capacity without running the risk
of loosing valuable airport slots for the next season.
9.6.4 Despite all cost-cutting measures and capacity reductions in response to the drop in
demand, airlines expect the highest annual loss ever reported for the industry in 2009.
The Association of European Airlines (AEA) forecasts an aggregate loss for its members
of € 3 billion which is more than 50% higher than the losses following the events of
11 September 2001.
9.6.5 Despite specific cost containment measures,
ANSPs showed a limited ability to adjust
costs in line with the exceptional fall in air
traffic in 2009. The limited degree of
flexibility to quickly adjust to changing
conditions is partly due to the characteristics
of the cost structure which is largely fixed in
the short term but also due to the lack of
incentives provided by the current ANS
funding system which is based on the “full
cost recovery principle”.
Full cost recovery regime:
The current ANS funding model is based on the
“full cost recovery principle” which is an
automatic adjustment of the unit rate charges to
airspace users to recover ANS provision costs
and to account for over or under recoveries from
previous years.
While it ensures financial stability of the ANS
service providers, it lacks incentives to control
costs as any under-recoveries due to higher than
expected costs or lower than expected traffic are
　
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