HIGH-LEVEL SUMMARY REPORT ON

PRELIMINARY ACE 2019 DATA

IMPORTANT NOTE:

Data contained in this document are preliminary and subject to changes before the publication of the final

ACE 2019 benchmarking report in May 2021

Prepared by the

EUROCONTROL

Performance

Review Unit

(PRU)

December 2020

Disclaimer:

The Performance Review Unit (PRU) has made every effort to ensure that the information and analysis contained in this document are as accurate and complete as possible. Should you find any errors or inconsistencies we would be grateful if you could please bring them to the PRU’s attention.

The PRU’s e-mail address is pru-support@eurocontrol.int

TABLE OF CONTENTS

1 INTRODUCTION ....................................................................................................................................... 3

2 HIGH-LEVEL REVENUES, COSTS AND STAFF DATA ..................................................................................... 5

3 ECONOMIC COST-EFFECTIVENESS ............................................................................................................ 8

PAN-EUROPEAN SYSTEM LEVEL ............................................................................................................................. 8

ANSP LEVEL ............................................................................................................................................................ 9

4 FINANCIAL COST-EFFECTIVENESS ........................................................................................................... 10

PAN-EUROPEAN SYSTEM LEVEL ........................................................................................................................... 10

ANSP LEVEL .......................................................................................................................................................... 12

TABLE OF FIGURES

Figure 1-1: Timeline for the production of the ACE 2019 benchmarking report ....................................... 3

Figure 1-2: Status of 2019 data validation process .................................................................................... 3

Figure 1-3: Status of ACE 2019 data submission ........................................................................................ 4

Figure 2-1: Breakdown of gate-to-gate ANS revenues, 2019 .................................................................... 5

Figure 2-2: Gate-to-gate ATM/CNS provision costs at Pan-European system level, 2019 ........................ 5

Figure 2-3: Changes in ATM/CNS provision costs, 2014-2019 (real terms) ............................................... 6

Figure 2-4: Breakdown of total gate-to-gate ATM/CNS staff at Pan-European system level, 2019 .......... 7

Figure 2-5: Total gate-to-gate ATM/CNS staff per staff category and changes, 2018-2019 ..................... 7

Figure 3-1: Trend of unit economic costs at Pan-European system level, 2014-2019 (real terms) .......... 8

Figure 3-2: Economic gate-to-gate cost-effectiveness, 2019 .................................................................... 9

Figure 4-1: Changes in unit ATM/CNS provision costs, 2014-2019 (real terms)...................................... 10

Figure 4-2: ACE performance framework, 2019 (real terms) .................................................................. 10

Figure 4-3: Breakdown of changes in unit ATM/CNS provision costs, 2018-2019 (real terms) .............. 11

Figure 4-4: Financial gate-to-gate cost-effectiveness, 2019 .................................................................... 12

Figure 4-5: ATCO-hour productivity, 2019 ............................................................................................... 13

Figure 4-6: Employment costs per ATCO-hour, 2019 .............................................................................. 13

Figure 4-7: Breakdown of support costs per composite flight-hour, 2019.............................................. 13

3

1 INTRODUCTION

The ACE benchmarking work is carried out by the Performance Review Commission (PRC) supported by the EUROCONTROL Performance Review Unit (PRU) and is based on information provided by Air Navigation Services Providers (ANSPs) in compliance with Decision No. 88 of the Permanent Commission of EUROCONTROL on economic information disclosure.

The data processing, analysis and reporting are conducted with the assistance of the ACE Working Group, which comprises representatives from participating ANSPs, airspace users, regulatory authorities and the Performance Review Unit. This enables participants to share experiences and establish a common understanding of underlying assumptions and limitations of the data.

The objective of this document is to provide a first insight on the level of 2019 cost-effectiveness performance both for the Pan-European system and for individual ANSPs before the release of the ACE 2019 benchmarking report, which is planned end of May 2021. The figure below illustrates the timeline for the production of the ACE 2019 benchmarking report.

Figure 1-1: Timeline for the production of the ACE 2019 benchmarking report

It is important that robust ACE benchmarking analysis is available in a timely manner since several stakeholders, most notably ANSPs’ management, regulatory authorities (e.g. NSAs) and airspace users, have a keen interest in receiving the information in the ACE reports as early as possible.

It should be noted that the data presented in this document are still preliminary and not fully validated. These data reflect the information stored in the ACE database on the 13th November 2020. Figure 1-2 shows the status of the ACE data validation process for the data presented in this document.

Figure 1-2: Status of 2019 data validation process

The data contained in this report is therefore subject to changes before the release of the final ACE 2019 benchmarking report in May 2021.

ACE 2019 WG meeting

Completion of final report

Consultation (3 weeks)

Release of 2nd draft Report(incl. executive summary)

ACE 2019 WG meeting

Release of 1st draft report (incl. executive summary)

Release of high level summary report (based on preliminary ACE 2019 data)

Start of the validation process

Albcontrola DCAC Cyprus HungaroControl MOLDATSAa Sakaeronavigatsiaa

ANS CRa DFSa IAAa MUACa skeyes

ANS Finlanda DHMIa LFV NATS skyguidea

ARMATSa DSNAa LGSa NAV Portugal Slovenia Control

Austro Control EANS LPS NAVIAIRa SMATSA

Avinor ENAIREa LVNL Oro Navigacija UkSATSE

BULATSA ENAVa MATS PANSA

Croatia Control HCAA M-NAV ROMATSA

a Data submission has been reviewed

4

Figure 1-3 below shows that 23 ANSPs provided their ACE 2019 data submission on time by the 1st July 2019 and that, in total, 26 data submissions were received by the 15th July 2020. Figure 1-3 also indicates that for 11 ANSPs the ACE data submission was received more than one month after the deadline.

Figure 1-3: Status of ACE 2019 data submission

Clearly, the timescale for the production of the ACE benchmarking report is inevitably delayed if data are not submitted on time.

The remainder of this report is organised as follows:

Section 2: provides a high-level presentation of 2019 revenues, costs and staff data;

Section 3: presents a preliminary analysis of economic cost-effectiveness at Pan-European and ANSP level;

Section 4: presents a preliminary analysis of financial cost-effectiveness at Pan-European and ANSP level, and underlying components.

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5

2 HIGH-LEVEL REVENUES, COSTS AND STAFF DATA

This section provides a preliminary presentation of high-level revenues, costs and staff data provided in ANSPs ACE 2019 data submissions. Total ANS revenues in 2019 amounted to €9 644M. Almost all en-route revenues comes from the collection of en-route charges (95.7%, see left pie chart). The proportion is lower for terminal revenues (69.0%, see right pie chart), as additional income may directly come from airport operators (21.2% e.g. through a contractual arrangement between the ANSP and the airport operator).

Figure 2-1: Breakdown of gate-to-gate ANS revenues, 2019

From a methodological point of view, the ACE benchmarking analysis focuses on the specific costs of providing gate-to-gate ATM/CNS services which amounted to €8 764M in 2019. Operating costs (including staff costs, non-staff operating costs and exceptional cost items) accounted for some 84% of total ATM/CNS provision costs, while depreciation costs and the cost of capital represented some 16%.

Figure 2-2: Gate-to-gate ATM/CNS provision costs at Pan-European system level, 2019

In 2019, the five largest ANSPs (ENAIRE, ENAV, DFS, DSNA and NATS) bore some 54% of total Pan-European gate-to-gate ATM/CNS provision costs, while the five smallest ANSPs accounted for some 1% (see bottom left part of Figure 2-3 below).

Income from charges 95.7%

Income from the military

0.01%

Income in respect of exempted

flights0.7%

Income from domestic

government0.6%

Financial income2.2%

Other income (incl.

exceptional revenue item)

0.7%

En-route80.1%

Terminal19.9% Income from

charges 69.0%

Income from airport operators

21.2%

Income from the military0.03%

Income in respect of

exempted flights2.3%

Income from domestic

government2.4%

Financial income1.9%

Other income (incl. exceptional

revenue item)3.2%

Total en-route revenue: Gate-to-gate ANS revenue: Total terminal revenue:

€ 7 725 M € 9 644 M € 1 919 M

En-route % Gate-to-gate revenues (€ M) Terminal %

7 395 95.7% Income from charges 1 324 69.0%

n.a. n.a. Income from airport operators 407 21.2%

1.0 0.01% Income from the military 0.6 0.03%

58 0.7% Income in respect of exempted flights 44 2.3%

47 0.6% Income from domestic government 45 2.4%

168 2.2% Financial income 36 1.9%

57 0.7% Other income (incl. exceptional revenue item) 62 3.2%

7 725 100.0% 1 919 100.0%

Total ATM/CNS provision costs: € 8 764 M

€ M % € M % € M %

Staff costs 4 441 64.9% 1 305 68.1% 5 746 65.6%

ATCOs in OPS employment costs 2 157 n/appl 665 n/appl 2 822 n/appl

Other staff employment costs 2 284 n/appl 640 n/appl 2 924 n/appl

Non-staff operating costs 1 132 16.5% 325 17.0% 1 457 16.6%

Depreciation costs 787 11.5% 168 8.8% 955 10.9%

Cost of capital 396 5.8% 93 4.9% 490 5.6%

Exceptional Items 92 1.3% 26 1.3% 117 1.3%

6 847 100.0% 1 917 100.0% 8 764 100.0%Total ATM/CNS provision costs

En-route Terminal Gate-to-gate

49.1%

50.9%

Staff costs65.6%

Non-staff operating

costs16.6%

Depreciation costs

10.9%

Cost of capital5.6%

Exceptional Items

1.3%ATCOs in OPS

employment costs

Other staff employment costs

6

Between 2014 and 2019, ATM/CNS provision costs increased continuously (+1.3% per annum, on average) at Pan-European system level (see top chart of Figure 2-3). As shown in the bottom right part of Figure 2- 3, the +2.3% increase in ATM/CNS costs observed for the Pan-European system in 2019 masks different trends amongst the 37 ANSPs1. More details on the changes in ANSPs ATM/CNS provision costs in 2019 will be available in the final ACE 2019 benchmarking report.

Figure 2-3: Changes in ATM/CNS provision costs, 2014-2019 (real terms)

1 Sakaeronavigatsia is excluded from the trend analysis provided in the top chart of Figure 2-3 since no data is available prior to 2015 for this ANSP.

Trends in ATM/CNS provision costs at Pan-European system(2014-2019)

Changes 2018-2019 (in %)

1345

1120

787

769

695

472

333

250

232

206

194

191

184

173

172

171

156

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15.1%

1.7%

9.8%

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3.7%

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9.4%

1.9%

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Total ATM/CNS provision costs in 2019 (M€2019)

7

The Pan-European ANSPs employed some 56 864 ATM/CNS staff in 2019 (excluding 877 internal MET staff). Some 17 984 staff (32%) were ATCOs working on operational duty, split between ACCs (56%) and APP/TWR facilities (44%). On average, 2.2 additional staff are required for every ATCO in OPS in Europe.

Figure 2-4: Breakdown of total gate-to-gate ATM/CNS staff at Pan-European system level, 2019

Figure 2-5: Total gate-to-gate ATM/CNS staff per staff category and changes, 2018-20192

Between 2014 and 2019, the number of ATM/CNS staff employed by ANSPs increased by +0.2% p.a. (some +668 FTEs).

After two years of consecutive reductions, the total staff number rose by +0.5% (+248 FTEs) in 2017, +1.0% (+554 FTEs) in 2018 and +1.9% (+1 061 FTEs) in 2019. The higher staff number observed for 2019 mainly reflects increases in the following staff categories:

Administrative staff (+490 FTEs, or +5.3%);

ATCOs in OPS (+220 FTEs, or +1.2%);

Technical support for planning and development (+189 FTEs, or +6.2%);

Ab-initio trainees (+125 FTEs, or +13.8%);

On-the-job trainees (+96 FTEs, or +11.1%).

On the other hand, relatively small decreases are observed for support staff for operational maintenance (-77 FTEs, or -0.8%) and other staff (-63 FTEs, or - 1.6%).

2 Sakaeronavigatsia is excluded from the upper part of Figure 2-5 since no data is available prior to 2015 for this ANSP. It is however included in the lower part of the figure as well as in the comments of changes after 2015.

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ACC ATCOs in OPS

ATCOs in OPS

32%

ATCOs on other duties

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2%

On-the-job tra inees

2%

ATC assistants

3%

OPS-Support7%

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Technical

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development6% Admin.

17%

Staff for anci llary services

3%Other

7%

56%

44%

APPs+TWRsATCOs in OPS

ACCsATCOs in OPS

Trends in gate-to-gate ATM/CNS staff at Pan-European system level (2014-2019)

17 984

2 308

1 029

959

2 017

4 203

9 687

3 217

9 680

1 935

3 845

ATCOs in OPS

ATCOs on other duties

Ab-initio trainees

On-the-job trainees

ATC assistants

OPS suppport (non-ATCOs)

Technical support staff foroperational maintenance

Technical support staff forplanning and development

Administration

Staff for ancillary services

Other staff

1.2%

0.5%

13.8%

11.1%

1.1%

0.6%

-0.8%

6.2%

5.3%

1.2%

-1.6%

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Changes 2018-2019 (in %)Gate-to-gate ATM/CNS staff in 2019 (in FTEs)

8

3 ECONOMIC COST-EFFECTIVENESS

This section provides a preliminary analysis of economic cost-effectiveness at Pan-European and ANSP level.

PAN-EUROPEAN SYSTEM LEVEL

The PRC introduced in its ACE benchmarking reports the concept of economic cost-effectiveness. This indicator is defined as gate-to-gate ATM/CNS provision costs plus the costs of ground ATFM delays for both en‐route and airport, all expressed per composite flight-hour. This economic performance indicator is meant to capture trade‐offs between ATC capacity and costs3.

Figure 3-1 analyses the changes in economic cost-effectiveness between 2014 and 2019 at Pan-European system level. The left-hand side of Figure 3-1 shows the changes in unit economic costs, while the right-hand side provides complementary information on the year-on-year changes in ATM/CNS provision costs, composite flight-hours and unit costs of ATFM delays.

Figure 3-1: Trend of unit economic costs at Pan-European system level, 2014-2019 (real terms)4

Between 2014 and 2019, economic costs per composite flight-hour increased by +0.7% p.a. in real terms. Over this period, ATM/CNS provision costs increased continuously (+1.3% p.a.) in the context of a significant growth in composite flight-hours (+3.2% p.a.). At the same time, the unit costs of ATFM delays rose by +15.4% p.a., on average, over the period.

In 2019, composite flight-hours rose slower (+1.7%) than ATM/CNS provision costs (+2.3%). As a result, unit ATM/CNS provision costs increased by +0.6%. However, this increase was more than compensated by a substantial reduction in the unit costs of ATFM delays in 2019 (-7.4%) and therefore unit economic costs decreased by -1.3% compared to 2018.

3 See Annex 2 of the ACE 2018 benchmarking report for more information on the methodology used to compute composite flight-hours and economic costs.

4 Sakaeronavigatsia is excluded from the trend analysis provided in this section since no data is available prior to 2015 for this ANSP.

+3.4% -0.9% -3.6%+6.2% -1.3%

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Unit costs of airport ATFM delays Unit costs of en-route ATFM delays

ATM/CNS provision costs per composite flight-hour

+0.6% +0.5% +1.0%+2.0% +2.3%+1.7% +2.5%

+4.8% +5.4%

+1.7%

+5.3%

-3.4%

-7.4%-10%

0%

10%

20%

30%

2014-15 2015-16 2016-17 2017-18 2018-19

ATM/CNS provision costs Composite flight-hours Unit costs of ATFM delays

+39.0% +56.1%

9

ANSP LEVEL

The economic cost-effectiveness indicator at Pan-European level amounts to €511 per composite flight-hour, and, on average, the unit costs of ATFM delays represent some 22% of the unit economic costs.

Figure 3-2: Economic gate-to-gate cost-effectiveness5, 2019

More details on the changes in ATFM delays6 for individual ANSPs will be provided in the ACE 2019 benchmarking report.

5 For the purposes of the ACE benchmarking analysis, costs relating to ATM/CNS infrastructure shared with the military authority (€20.0M) are included in ENAIRE 2019 ATM/CNS provision costs. These costs, which are charged to civil airspace users, are not passing through ENAIRE Accounts from 2014 onwards but are borne by the Spanish Air Force (Ministry of Defence) as well as corresponding revenues. Without these costs, ENAIRE unit economic costs would be slightly lower and would amount to €474.

6 The ATFM delays analysed in this ACE benchmarking report do not comprise changes due to the Post Operations Performance Adjustment Process. This process allows operational stakeholders to notify national and European authorities of issues that relate to ATFM delay measurement, classification and assignment. It is a mean of enhancing operational ATFM delay data used in the performance scheme (Commission Implementing Regulation (EU) No 390/2013). The minutes of ATFM delays resulting from this process would lead to different unit economic costs figures for some ANSPs. Detailed information on this process is available on the Network Manager website at the following link: https://www.eurocontrol.int/service/post-operations-performance-adjustment.

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4 FINANCIAL COST-EFFECTIVENESS

This section provides a preliminary analysis of financial cost-effectiveness at Pan-European and ANSP level.

PAN-EUROPEAN SYSTEM LEVEL

In 2019, ATM/CNS provision costs (+2.3%) increased faster than composite flight-hours (+1.7%) and as a result unit ATM/CNS provision costs rose by +0.6%.

Figure 4-1: Changes in unit ATM/CNS provision costs, 2014-2019 (real terms)

Figure 4-2 shows the analytical framework which is used in the ACE analysis to break down the financial cost-effectiveness indicator into basic economic drivers. These key drivers include:

a) ATCO-hour productivity (0.93 composite flight-hours per ATCO-hour);

b) ATCO employment costs per ATCO-hour (€120); and,

c) support costs per unit output (€270).

Figure 4-2: ACE performance framework, 2019 (real terms)

-1.0% -2.0%-3.6%

-3.2% 0.6%

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100

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110

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ATM/CNS provision costs per composite flight-hour ATM/CNS provision costs index Composite flight-hours index

Employment costs for

ATCOs in OPS

€2 822 M2018: €2 735 M

Composite flight-hours

22.0 M2018: 21.6 M

ATCO in OPS hours on duty

23.6 M2018: 23.3 M

ATM/CNS

provision costs€8 764 M

2018: €8 569 M

Support cost ratio3.1

2018: 3.1

ATCO-hour Productivity

0.932018: 0.93

ATCO employment costs per ATCO-hour

€1202018: €117

Financialcost-effectiveness

indicator€399

2018: €396

EUROCONTROL/PRU

Support costs€5 942 M

2018: €5 835 M

Support costs per unit of output

€2702018: €270

ATCOs employment costs per

unit of output€128

2018: €127

11

Figure 4-3 below shows that in 2019, ATCO employment costs per ATCO-hour rose faster (+1.9%) than ATCO-hour productivity (+0.4%). As a result, ATCO employment costs per composite flight-hour increased (+1.5%). In the meantime, unit support costs remained almost stable (+0.2%) since composite flight-hours (+1.7%) and support costs (+1.8%) rose at a similar pace. As a result, in 2019 unit ATM/CNS provision costs increased by +0.6% at Pan-European system level.

Figure 4-3: Breakdown of changes in unit ATM/CNS provision costs, 2018-2019 (real terms)

The two following pages provide information on the level of ATCO-hour productivity, ATCO employment costs per ATCO-hour and unit support costs for each individual ANSP.

+0.4%

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+0.6%+0.2%

+1.8% +1.7%

"Traffic effect"

ATCO-hour productivity

Increase inunit ATM/CNS provision costs

2018-2019

"Support costs effect"

Employment costs per

ATCO-hour

ATCO employment costs per composite

flight-hour

Support costs per composite flight-

hour

Weight 68%

Weight 32%

12

ANSP LEVEL

Figure 4-4: Financial gate-to-gate cost-effectiveness7, 2019

7 For the purposes of the ACE benchmarking analysis, costs relating to ATM/CNS infrastructure shared with the military authority (€20.0M) are included in ENAIRE 2019 ATM/CNS provision costs. These costs, which are charged to civil airspace users, are not passing through ENAIRE Accounts from 2014 onwards but are borne by the Spanish Air Force (Ministry of Defence) as well as corresponding revenues. Without these costs, ENAIRE unit ATM/CNS provision costs would be slightly lower and would amount to €371.

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527

448 440393 380

0

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Figure 4-5: ATCO-hour productivity, 2019

Figure 4-6: Employment costs per ATCO-hour, 2019

Figure 4-7: Breakdown of support costs per composite flight-hour, 2019

A more detailed analysis of the changes in cost-effectiveness, ATCO-hour productivity, ATCO employment costs per ATCO-hour and unit support costs will be available in the final ACE 2019 benchmarking report.

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Capital-related costs per composite flight-hour Exceptional costs per composite flight-hour

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