Performance Review Report 2017 - Eurocontrol

EXECUTIVE SUMMARYThis report assesses the performance of Air Navigation Services (ANS) in the EUROCONTROL area forthe calendar year 2017 for all key performance areas, except for cost-efficiency, which analysesperformance in 2016 as this is the latest year for which actual financial data are available.In 2017, air traffic in the EUROCONTROL area continued to increase for the fourthyear taking the number of flights past the previously highest level in 2008. Onaverage, the number of controlled flights in 2017 increased by 4.3% compared to2016, which corresponds to the high forecast scenario predicted by STATFOR in theFebruary 2017 forecast. As in previous years, controlled flight hours, en-route serviceunits and passenger numbers grew at a higher rate than flights.As a consequence, peak traffic load continued to rise in 2017 and reached the highest level of trafficon record on June 30th when 35,251 flights were served in the EUROCONTROL area. The peak daywas 23.8% higher than an average day.Of the 41 Air Navigation Service Providers (ANSPs) included in the analysis, all but Avinor (Norway)showed an increase in traffic compared to 2016. In absolute terms, DSNA (France), ENAIRE (Spain),DFS (Germany) and NATS (UK) showed the highest year-on-year growth in 2017.For 2018, the latest STATFOR forecast (Feb. 2018) predicts a growth of 3.1% at system level and anaverage annual growth rate of 2.3% between 2016 and 2024.The continued notable traffic growth contributed to a further decrease in overall service quality. Theshare of flights arriving within 15 minutes of their scheduled time decreased by 0.9 percent points to79.6% in 2017. At the same time, the average departure delay increased by 1 minute from 11.2minutes per departure in 2016 to 12.2 minutes in 2017.Safety is the primary objective of ANS and overall safety levels in the EUROCONTROLarea remain high. There were two reported air traffic accidents with direct ANScontribution in 2016 which is the latest year for which validated data are available,and only one in 2017 based on preliminary data.In absolute terms, the number of three key risk occurrence types: separation minima infringements(SMI), runway incursions (RI), and ATM Specific Occurrences decreased in 2017, while the number ofunauthorised penetrations of airspace (UPA) increased. However, in relative terms the rate ofoccurrences in the EUROCONTROL area stayed almost the same as in 2016: there were 13.8 SMIs and29.2 UPAs per hundred thousand controlled flight hours in the airspace and less than one (0.8) RIsper ten thousand movements at airports reported in 2017.The PRC review of the implementation status of the Acceptable Level of Safety Performance (ALoSP)concept in EUROCONTROL Member States suggested that there is a need for common definitions andguidance material in order to ensure a harmonised approach in the EUROCONTROL area.In 2017 the PRC met EASA representatives in order to present and discuss the findings of the PRC’sALoSP survey and associated potential future actions. The meeting identified potential actions andmeasures to be taken. EASA and the PRC agreed to further explore working concepts and how toimplement further steps.Following the trend over the past three years, total en-route ATFM delays in 2017continued to increase at a higher rate ( 7.1% vs. 2016) than flights ( 4.3% vs.2016). At the same time, the share of flights delayed by en-route ATFMregulations in the EUROCONTROL area increased from 4.8% to 5.3%.ATC Capacity/Staffing attributed issues remained by far the main portion of enroute ATFM delays (59.9%), followed by Weather attributed delays (23.2%) and ATC disruptions/industrial actions (9.9%). The trend analysis shows a continuous increase in ATC Capacity/Staffing andWeather-attributed delays over the past four years which gives reason for concern. It confirms thePRC concerns, raised on several occasions, that ATFM delays could increase notably when trafficgrows again if insufficient focus is put on capacity planning and deployment.EXECUTIVE SUMMARYiiPRR 2017

EXECUTIVE SUMMARYThe analysis showed that the constraints were mainly concentrated in the European core area wheretraffic density is highest. In 2017, 82% of all en-route ATFM delay in the EUROCONTROL area wasgenerated by only five air navigation service providers: DSNA (33.4%), DFS (23.1%), Maastricht(13.3%), ENAIRE (7.9%), and DCAC Cyprus (4.3%).The most constraining ACCs in 2017 were Karlsruhe UAC (18.6%), Maastricht UAC (13.3%), Marseille(12.8%), Brest (10.1%), Bordeaux (5.0%), Nicosia (4.3%) and Barcelona (4.2%), which togetheraccounted for almost 70% of all en-route ATFM delay in the EUROCONTROL area.The most penalising ATFM en-route regulations were analysed further in terms of delay attributed toelementary sectors and delays attributed to collapsed sectors which - by being collapsed - werealready limiting the available capacity for airspace users. Irrespective of the delay causes(Capacity/Staffing or Weather), the results showed a surprisingly high share of ATFM delay (in somecases above 90%) originating from collapsed sectors.Despite the further notable increase in traffic in 2017, horizontal flight efficiency in filed flight plansincreased from 95.4% in 2016 to 95.6% in 2017 at EUROCONTROL level. At the same time, theefficiency of actual trajectories increased from 97.1% to 97.3% in 2017.PRR 2016 underlined the benefits of the implementation of Free Route Airspace (FRA) which offers amore flexible environment and more choices to airspace users whilst contributing to reduced fuelconsumption and emissions and higher flight efficiency. FRA is now in place in a large part ofEUROCONTROL airspace. It is not yet implemented in the dense European core area where evensmall improvements are expected to bring notable benefits. In addition to the implementation of FRAin a given airspace, ANSPs should also work actively with the Network Manager and the DeploymentManager to deliver FRA across the entire EUROCONTROL area, including necessary cross-borderimplementation.Complementary to horizontal flight efficiency, the analysis of vertical en-route flight efficiencyshowed that the highest level of vertical inefficiencies originated from flights on high-density airportpairs in the European core area which were unable to enter the two Upper Area Control CentresMaastricht and Karlsruhe.The Flexible Use of Airspace concept and closer Civil/Military cooperation and coordination are animportant enabler to improve capacity and flight efficiency performance. Future technologies such as“Unmanned Aircraft System” (UAS) are also expected to have an impact on airspace managementand would therefore also benefit from the further improvement of identified shortcomings in theapplication of the FUA concept highlighted in the PRC survey conducted in 2016.The analysis of the top 30 European airports in terms of traffic showed an averageincrease in traffic of 2.2% in 2017. Amsterdam (AMS) remained the airport withthe most commercial movements in Europe with a reported 4.5% increase intraffic over 2016. Of the top 30 airports, Lisbon (LIS) and Warsaw (WAW) reportedthe highest growth ( 11% vs. 2016) while Berlin Tegel (-6.3%) and RomeFiumicino (-5%) showed the most significant reduction in traffic.The analysis of the hourly arrival throughputs showed the high saturation level at London Heathrowagain but also that Istanbul Atatürk and Istanbul Sabiha Gökçen consistently operate close to thepeak declared arrival capacity during most of the day.Notwithstanding the further increase in traffic, average airport ATFM delays at the top 30 Europeanairports decreased from 1.36 to 1.25 minutes per arrival. The increase in weather-attributed airportarrival ATFM delays in 2017 offset to some extent the decrease in capacity-attributed airport ATFMdelays. Overall, 52.2% of all airport arrival ATFM delay in 2017 was weather-attributed, followed bycapacity/staffing attributed issues with 40%.Despite a substantial improvement, the two Istanbul airports still accounted for 32% of all capacityattributed airport arrival ATFM delays in 2017, following the high delays over the previous years. Thenew Istanbul airport which is presently being built will gradually replace Istanbul Atatürk airport andEXECUTIVE SUMMARYiiiPRR 2017

EXECUTIVE SUMMARYis expected to ease the capacity situation in Istanbul once it is operational. Although not among thetop 30 airports, it is noteworthy that some regional Greek airports still have a significant impact onthe network. Seven regional Greek airports accounted for more than 12% of the total airport arrivaldelays between June and August 2017.Additional holding (ASMA) time increased slightly in 2017 to 2.19 minutes per arrival at the top 30airports and remained above 8 minutes per arrival at London Heathrow airport which accounted forone quarter of the total ASMA additional time at the top 30 airports in 2017.Additional taxi-out time, on the other hand, showed a modest reduction driven mainly by theimprovements at Lisbon (LIS), Paris Charles de Gaulle (CDG), Rome (FCO), Madrid (MAD) andCopenhagen (CPH).Building on the methodology for vertical flight efficiency in climbs and descents, this year’s reportintroduces an analysis measuring the share of flights applying Continuous Descent Operations (CDOs)from higher than 7,000 feet above which the fuel saving effect is considered to be more relevantthan the noise effect. At 11 of the top 30 airports, less than 50% of the arrivals applied a CDO fromhigher than 7,000 feet which suggests scope for further improvement.In 2016, the latest year for which actual financial data are available, the en-routeANS unit costs of the Pan-European system amounted to 52.9 2016 per serviceunit (TSU). This is -3.5% lower than in 2015 since in 2016 the number of TSUs rosefaster ( 4.1%) than en-route ANS costs ( 0.4%). En-route unit costs are expectedto reduce by -1.5% annually over the 2016-2019 period and reach a value of 50.6 2016. If these plans materialise, the en-route unit costs in 2019 will be some -24% lower than in 2009,implying a remarkable cost-efficiency improvement achieved by maintaining the cost-base close to2009 levels in the context of 2.8% annual increase in TSUs over the period.In 2016, European terminal ANS unit costs amounted to 183.4 2016 per terminal service unit (TNSU).This is -3.6% lower than in 2015 since TNSUs rose much faster ( 4.8%) than terminal ANS costs( 1.0%). Terminal ANS unit costs are expected to decrease by -1.7% annually over the 2016-2019period and amount to 174.3 2016 in 2019. This performance improvement reflects the fact that totalterminal ANS costs are planned to decrease by -1.3% p.a. while TNSUs are expected to increase at anaverage rate of 1.4% per annum.Detailed ANSPs benchmarking analysis indicates that in 2016 gate-to-gate ATM/CNS provision costsslightly rose compared to 2015 ( 0.7%) and amounted to some 8.1 Billion at Pan-European systemlevel. At the same time traffic, expressed in terms of composite flight hours, increased by 2.4% overthis period. As a result, gate-to-gate unit ATM/CNS provision costs in 2016 decreased by -1.7% atPan-European level.In order to also consider the

Performance Review Report An Assessment of Air Traffic Management in Europe during the Calendar Year 2017 Performance Review Commission May 2018 EUROCONTROL. Background This report has been produced by the Performance Review Commission (PRC). The PRC was established . Eurocontrol area Variation 98 2016 52.9 -3.5% .