Cyprus National Performancee Plan

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1 Ministry of Communications and Works Department of Civil Aviation National Supervisory Authority Cyprus National Performancee Plan for Air Navigation Services Edition Number : Edition Date : Status : Intended for : Final - released DCAC of Cyprus

2 DOCUMENT CHARACTERISTICS TITLE Cyprus National Performance Plan for Air Navigation Services Document Identifier Edition Number: 1.0 Cyprus National Performance Plan for ANS Edition Date: Abstract The purpose of this document is to describe the Cyprus National Performance Plan for air navigation services, produced and delivered in accordance with the relevant SES regulations. It applies to Reference Period 1 ( ). Keywords Performance, plan, NSA, ANSP, ATM, cost, delay, capacity, stakeholders Contact Person(s) Tel Unit Panayiota Georgiou-Demetriou Head of NSA STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via Working Draft General Public NSA Intranet Draft NSA personnel (internal) Proposed Issue Restricted Audience Released Issue

3 Cyprus National Performance Plan DOCUMENT APPROVAL The authority empowered by the Republic of Cyprus to elaborate and submit the National Performance Plan is the National Supervisory Authority (NSA), established by Article 8B of the Civil Aviation Law as a section of the Department of Civil Aviation of the Ministry of Communications and Works. The Minister of Communications and Works, as the responsible Minister for Civil Aviation, hereby adopts the Cyprus Performance Plan for Air Navigation Services.

4 Contents Page 1. INTRODUCTION The situation Overall assumptions for Reference Period Economic Situation Overall status of aviation safety Institutional context of ANS provision Stakeholder consultation PERFORMANCE TARGETS AT NATIONAL LEVEL AND ALERT THRESHOLDS Performance targets National performance targets for RP Alert thresholds for RP Consistency of the national performance targets with the European Union-wide performance targets Safety Capacity Environment Cost efficiency Interdependency between targets and trade-offs Description and explanation of the carry-overs from the years before the reference period Risk-sharing and incentives CONTRIBUTION OF EACH ACCOUNTABLE ENTITY - Individual performance targets for each accountable entity Department of Civil Aviation, Cyprus Air Navigation Service Provider Safety Capacity Environment Cost-efficiency Incentive mechanisms Meteorological Service, Cyprus Cost efficiency Incentive mechanisms State and NSA Safety Capacity Environment Cost-efficiency Incentive mechanisms MILITARY DIMENSION OF THE PLAN ANALYSIS OF SENSITIVITY AND COMPARISON WITH THE PREVIOUS PERFORMANCE PLAN Sensitivity to external assumptions Comparison with previous performance plan IMPLEMENTATION OF THE PERFORMANCE PLAN APPENDIX A: Reporting Tables and Additional Information APPENDIX B: Extracts from ANSP Business Plans APPENDIX C: State Safety Programme APPENDIX D: Public consultation material APPENDIX E: Staff representative organisations APPENDIX F: Airspace Users

5 Cyprus National Performance Plan (RP1) 1. INTRODUCTION 1.1. The situation This document constitutes the National Performance Plan for the Republic of Cyprus for Reporting Period 1 (RP ), as required by COMMISSION REGULATION (EU) No 691/2010 of 29 July 2010, laying down a performance scheme for air navigation services and network functions and amending Regulation (EC) No 2096/2005 laying down common requirements for the provision of air navigation services and in the context of the relevant EC Decision 2011/121/EU. The accountable entities covered by this plan are the following: 1. Ministry of Communications and Works 2. The Department of Civil Aviation of the Ministry of Communications and Works of the Republic of Cyprus ( as the NSA ) 3. The Department of Civil Aviation of the Ministry of Communications and Works of the Republic of Cyprus (as a certified Air Navigation Service Provider for ATS, CNS and AIS). 4. The Meteorological Department of the Ministry of Agriculture and Natural Resources of the Republic of Cyprus (as a certified Air Navigation Service Provider for MET). Furthermore, the following entities were also involved in the preparation of this plan: 1. The Department of Civil Aviation of the Ministry of Communications and Works of the Republic of Cyprus (as the regulating authority for airports) 2. HERMES Airports (airport operator of Larnaka and Paphos airports) 3. Staff representative organisations, as detailed in Appendix E. 4. Airspace Users, as detailed in Appendix F. The geographical area covered by this plan is the airspace of the Nicosia FIR. 5

6 1.2. Overall assumptions for Reference Period 1 This section underlines the key factors describing the overall assumptions for RP1 in order to understand the economic, operational, social, political and institutional context taken into account for the reference period Economic Situation Financial and monetary environment in the Republic of Cyprus The global economic crisis of 2009 affected the economy of the Republic of Cyprus with a time lag, causing negative effects on public finances. Τhe main objective of the Government within the period of , was the achievement of a satisfactory growth rate and macroeconomic stability, through the Budgetary Policy which aimed to the creation of primary surpluses. With the adoption of the Euro on the 1 st of January 2008, with conversion rate of Cy to the Euro, the Republic of Cyprus abolished the power of setting independently the monetary and exchange rate policy. Within the Euro-zone, the monetary policy is determined by the European Central Bank, where the interest rate decisions are taken by the European Central Bank, based on the conditions and forecasts regarding the economy of the Euro-zone, having as the primary objective price stability. Additionally, the policy regarding the exchange rate is determined by the supranational institutions in the EU. Subsequently, the burden of the macroeconomic policy of the Republic of Cyprus is focused on fiscal policy, wage policy and structural changes, which aim at strengthening the competitiveness of the economy. The main outcome is the fact that the Republic of Cyprus economy improved in the first half of Annually adjusted GDP at constant prices rose 0.5% in the second quarter of 2010, compared to the first quarter of Inflation in the Republic of Cyprus, based on the Harmonized Index of Consumer Prices (HICP), has risen to 2.6% for the whole of 2010, compared with the corresponding period of Core inflation, however, remained low. The Republic of Cyprus economy is expected to improve further in the coming years and specifically the growth rate in 2011 is expected to be around 1.5%, where inflation is expected to rise to 3.4% and remain approximately at the same levels the following years. 6

7 A summary of the economic environment of the Republic of Cyprus for the period published by the Ministry of Finance, is given in the following table (Table 1): Economic parameter Growth rate (%) Inflation (%) Unemployment (%) Current account (% of GDP) Table 1 Cyprus Economic Indicators for period The DCAC is a Governmental Department under the control of the Ministry of Communications & Works. The DCAC as a Governmental Department does not pay corporate tax and furthermore the Air Traffic Services are exempted from the VAT. Therefore VAT is not collected and as a result the Unit rate is not affected from any Governmental taxation policy. Additionally government does not pay tax for assets purchases Traffic growth The global economic crisis affected the Air Traffic Sector and this is clearly presented by the figures of traffic. Table 2 below presents the 2009 and 2010 growth of traffic and the predictions for the upcoming five years, as provided by EUROCONTROL/STATFOR service. The DCAC does not have a specialized Department where forecast service units can be provided and therefore uses the forecasts provided by STATFOR. Until recently, for the calculation of the unit rate, the DCAC was using STATFOR s medium term forecast for Cyprus. Conversely, for the calculation of the unit rate for years 2012 and onwards, the DCAC will use STATFOR s forecasts in combination with the historic data of traffic growth as well as the variation of traffic volumes due to the political situation prevailing in the area. According to STATFOR, the downturn of 2009 is expected to be overcome the coming years with an overall increase in traffic. STATFOR in its process to calculate the forecast chargeable service units, applies the growth factors to historic data All flights -1,7% 6,4% 6,6% 5,5% 4,2% 4,4% 4,2% Overflights -1,3% 7,1% 8,2% 5,4% 4,4% 4,6% 4,3% Departures/arrivals -3,0% 4,4% 1,6% 5,6% 3,8% 3,9% 3,8% Domestic flights -3,7% -5,1% -14,5% 11,6% 0,7% 1,0% 0,9% Table 2 Traffic for the period , STATFOR s medium term forecast for Cyprus 7

8 Table 3 below presents the 2009 and 2010 actual chargeable service units and the predictions for the upcoming five years as provided by STATFOR. Service units as from 2011 are separated between en-route and terminal. For the calculation of the predictions, information provided by STATFOR Statistics (number of flights) and the CRCO Reporting Tables as published by EUROCONTROL (number of kilometres flown), were used En-route service units Overflights Departures/arrivals Domestic flights Total en-route Terminal service units Table 3 Chargeable Service Unit for the period , STATFOR s medium term forecast for Cyprus Sources of Revenue and Unit Rate The Air Navigation Service Providers (ANSPs) could potentially have several sources of revenue, but, at present, the DCAC has only one, the en-route unit rate, which is levied specifically for ATM services. The Republic of Cyprus has established one charging zone, where en-route ATM services are provided, covering the entire Nicosia FIR. The level of the Unit Rate within the charging zone, is set so as to enable full recovery of ATM related costs. The en-route unit rate for 2010 as published by EUROCONTROL/CRCO, was For subsequent years however, the projections indicate that under the full cost recovery system, the enroute costs will have to be increased so as to achieve improvements in capacity and hence reductions in delays. In developing the unit rate, among others (staff costs, operating expenses, depreciation costs based on the historic costs method) the cost of capital charge at a rate of 6% on total capital employed, has been included in order to compensate for the investments of the DCAC funded from governmental resources. State and military flights are exempted from en-route charges. The ANS related costs for both the Ministry of Communication and Works and the National Supervisory Authority, along with Search & Rescue and EUROCONTROL costs, are also included in the calculation, presented as other state costs. These are mainly costs covering administration and operating expenses along with salaries and pensions. MET costs, is another cost category included in the calculation of costs. 8

9 In developing the ANS costs and hence the en-route unit rate for 2010, an over recovery of costs of 3.522m in 2008 has been brought forward for recovery in 2010 and an estimated under recovery of 3.394m in 2009 has been carried forward in 2011, resulting in an increase of the en-route unit rate to At present, the funds derived within the over or under recovery system, are adjusted in the year n+2 using the adjustment mechanism method. Additionally, National Law applies European Commission s Principles on exemptions and therefore any costs derived from exemptions are financed through the Governmental Budget. As far as the incentive schemes are concerned, no such schemes are established at the moment. Chart 1, below, indicates the en-route unit rate trend of the period Chart 1 En-route Unit Rate Regulation (EC) 1794/2006 came into force in January The Republic of Cyprus implemented the said Regulation in January 2008, in accordance with the provisions of Art.18, para.2. This resulted in the separation of the en-route ATM services from those services provided in the terminal zone, as from The Republic of Cyprus authorised two International Airports, Larnaca and Pafos International Airports, both of which are grouped into one terminal charging zone with a single terminal navigation charge (terminal unit rate). Therefore, for the calculation of the terminal unit rate which finances the ATM services provided in the terminal zone, the staff, operating and capital costs are distributed between the two services, i.e. en-route and terminal, on the basis of specific criteria. These criteria are based on the activities or tasks performed, such as the percentage of time allocated to staff occupancy (en-route or terminal), the assets / projects served to each subunit of the Air Navigation Service and the average distance flown or time. 9

10 At the time of the Plan s submission, no terminal unit rate is being imposed to airspace users, since the average traffic volume over the previous three years did not exceed commercial movements. However, since the average over the previous three years ( ) is approaching the threshold ( commercial movements), the DCAC initiated the process of establishing terminal charges within 2011, where a single cost base and a single unit rate will be applicable to the terminal charging zone. However, no final governmental decision has been taken yet to this effect. In June 2010 the DCAC organised a consultation meeting with airspace users representatives where relevant information and opinions on the cost bases, planned investments and expected traffic were exchanged. The main argument of the users was that the DCAC, as a Governmental Department, should cross-subsidize costs of the terminal charging zone. Users based this position mainly on the fact that the economic crisis had also affected the Aviation Sector. The DCAC adopted this position and formulated a proposal for a cross-subsidization scheme by the Government, for which a final decision is pending. Chart 2 below indicates the terminal unit rate trend of the period Chart 2 Terminal Unit Rate Funding The DCAC, as a Governmental Department, is funded through the Governmental / National Budget. As from year 2011, the DCAC introduced a new more analytical model, for the preparation and presentation of its budget that separates costs and revenues by nature and by concerned entity and allocates them to the five institutional sectors of the Department, namely the ANSP, the SRU, the Airports and Air Transport, the NSA 10

11 and C.A Security. Therefore the costs, including staff costs, within the ANSP are easily distinguished and allocated according to the activities or tasks performed. In addition costs are allocated to en-route and terminal service according to certain criteria. Likewise, with the new structure of the Budget, the revenues which finance the Air Traffic Sector are clearly illustrated. Concluding, revenues derived from the ATM services (ANSP) are included into the Governmental Budget and are returned back through the Budget. Due to the Budgetary Policy which is based on the cash basis system, investments made on assets and projects are funded through the Governmental Budget. Governmental revenues are derived from several sources which among others include revenues from, ATM services Overall status of aviation safety Aviation safety in Cyprus is on par with the rest of Europe, with all stakeholders operating in compliance with applicable safety regulations and standards. Air Navigation Services in particular are working in the framework of the SES regulations, requiring them to ensure adequate levels of safety through formalised and properly documented management systems. In respect to its safety oversight capabilities, the Department of Civil Aviation (DCA) was significantly enhanced in recent years through the hiring of highly competent personnel in all areas: air transport, airports and air navigation. The enhancement in the human resources area is an ongoing process for the DCA. Safety constitutes a central element in the Republics overall Aviation legal and institutional framework Institutional context of ANS provision General Two Air Navigation Service Providers (ANSPs) are providing services within Nicosia FIR, namely: The Department of Civil Aviation (DCAC), of the Ministry of Communications and Works, for the following services: Air Traffic Services (ATS) Aeronautical Information Services (AIS) Communication, Navigation and Surveillance (CNS) The Meteorological Service (MET) of the Ministry of Agriculture, Environment and Natural Resources. Both ANS providers are Governmental organisations governed by Public Law. 11

12 The Ministry of Communications and Works, acting upon the decision of the Council of Ministers number dated 20/12/2006, is considering all the possibilities for the transformation and reorganisation of the Department of Civil Aviation into an independent Authority. It is understood that for the implementation of such a decision an extensive social dialogue is required. It is not known at this stage what the final results of the social dialogue will be nor the exact date of the implementation of the decision Legal framework In general terms, the powers and responsibilities of the Government of Cyprus are discharged by the appropriate Minister. Within the Ministry of Communication & Works, the Department of Civil Aviation, and within the Ministry of Agriculture Environment and Natural Resources, the Meteorological Service, have the responsibility for discharging the functions of their respective Minister as they are authorized to execute in accordance with administrative law and practice within the Republic. Both the Department of Civil Aviation and the Meteorological Service are further governed by the provisions of the Public Service Law (Law no. 1 of 1990 as amended) that determines the terms and conditions for the employment of officers as well as their accountability. In general, the Department of Civil Aviation as a department of the Ministry of Communications & Works, and represented by its Director, who is appointed under the Public Service Law, is empowered under the Law and by virtue of administrative law and practice to exercise any functions designated to it or authorized by the Minister. Similarly the Meteorological service, a service under the Ministry of Agriculture, Environment and Natural Resources is represented by its Director appointed under the Public Service Law. Both the Meteorological Service ANSP as well as the DCAC ANSP have been certified by the National Supervisory Authority of the Republic in accordance with the relevant EU Regulations. The civil aviation regulatory framework is set in accordance with the rule making procedures defined in the Constitution of the Republic of Cyprus and is composed of EC Regulations, primary national legislation for example the Law on Civil Aviation 213(I)/ , secondary legislation such as Ministerial Decrees and Orders and supplementary instruments such as Department of Civil Aviation Procedures and Orders with internal application. 12

13 As in all EU Member States, EU Regulations have direct applicability in Cyprus. In this respect, the national safety regulatory framework is complemented by the four basic Single European Sky (SES) Regulations of the European Parliament and of the Council promulgated in March 2004 and amended in December 2009 to create the Single European Sky (SES) and the implementing rules developed by the European Commission (EC) to further develop those provisions. Additionally, Cyprus has also the obligation to transpose EC Directives into its national regulatory framework. The Civil Aviation Law ( ), published in the Official Gazette 3662 of 13 December 2002, last amended in 2011, establishes the legal basis for civil aviation in Cyprus. Article 8 of the Civil Aviation Law empowers the Council of Ministers to, establish by regulation air traffic rules; to issue, amend, suspend and revoke exemptions from the rules, or other regulatory or individual acts in accordance with the provision set by the law; to stipulate by regulation any issue concerning the implementation of EC regulations and Directives relevant to air transport; the Minister of Communications and Works to issue, amend, suspend and revoke any regulatory or individual acts whose object is civil aviation in accordance with the provisions set by the law; exercise supervision in enforcing any legislation on aviation; impose administrative sanctions pertaining violations of aviation legislation and to exercise, in case of emergency, special powers as granted in the law; the competent authority, i.e. the DCA of the Ministry of Communications and Works, within the limits of this law, regulations issued by the Government and the decrees and decisions issued by the Minister, to ensure compliance with the rules, ordinances, prohibitions and terms of administrative acts; exercise all other competencies granted to it by law; take administrative measures in accordance with this law and provide the air navigation services to any aircraft approaching the Cypriot airspace, flying in, taking off or landing within the Nicosia FIR. Articles 259 and 260 of the Civil Aviation Law establish the delegation of responsibilities from the Council of Ministers to the Minister (Article 259) and from the Minister to the competent authority DCA (Article 260) for the issuance of regulations regarding the items covered in the list provided by the two articles. The delegation is put into practice through Regulation ΚΔΠ 57 of 2007 of the Council of Ministers. 13

14 Articles 221 to 223 of the Civil Aviation Law provide the roles and responsibilities of the Civil Aviation Aircraft Accident and Incident Investigation Board AAIIB. Chapter 27, Civil Aviation Protection, of the Civil Aviation Law provides for administrative infringements and sanctions, fines, suspension and revocation of licenses, administrative measures and offences. In 1998 Law 213(I)/1998 was enacted to ratify the Chicago Convention and its Thirteen Protocols ( ) and to adopt the Annexes to the Convention. This Law provided for ratification of the Convention by the House of Representatives in accordance with the constitutional practice in Cyprus regarding the ratification of international treaties which under the constitution have primacy over domestic laws but not over the Constitution of the Republic. This Law designates the Minister of Communications & Works as the competent authority, or any person authorised by him. The Law further provides that the Annexes to the Convention are to be directly applicable in the Republic of Cyprus and provides for the making of regulations to give effect thereto Stakeholder consultation Stakeholder consultation took place in two stages: an initial meeting informative in nature was conducted on the 9th of February 2011, where the regulations 1 content, their scope and expected stakeholder input were highlighted. A second meeting held on the 16th of May 2011 focused on the draft performance plan, aiming towards obtaining feedback from all stakeholders. The main outcomes of the first consultation meeting were: The stakeholders were ready and willing to support the NSA in the production of the plan by providing the data mandated by the Performance IR. The stakeholders did not consider the implementation of an incentive scheme on airspace users as an effective means of improving the airspace capacity, for the 1 st reference period. The main outcomes of the second consultation meeting were: Generally positive feedback on the draft performance plan was received IATA reserved its right to express its formal opinion on cost efficiency and its interdependency with the improvement of the capacity target 1 (EU) 691/2010 and (EC) 1191/

15 On the 27 th of June 2011 the NSA received notification from the Department of Civil Aviation -ANSP ( ATS,AIS,CNS) that, at the request of Search and Rescue (SAR) Services the Unit Rate for reporting Period 1 ( ) has been modified to 38,07 instead of 36,54 for year 2012, 38,75 instead of 37,25 for 2013 and 39,48 instead of 38,10 for The reason for the modification is the inclusion in the total cost for the calculation of the Unit Rate of a percentage of the cost for the purchase and maintenance of five (5) helicopters used for the provision of SAR within Nicosia FIR, in compliance with ICAO and IAMSAR requirements. The NSA initiated a series of meetings with both the ANSP and the SAR Unit in order to acquire an understanding of this urgent situation as it developed. Following this, the NSA contacted the Airspace Users (via and telephone), provided them with all available information, and requested their opinion on the matter. As expected, they, and most notably IATA, expressed some concern and requested assurances that the cost allocation to Civil Aviation is transparent, justified and in line with Eurocontrol and ICAO Principles. It should be mentioned that the ANSP informed the NSA that a meeting has already been planned for September 2011, with the Airspaces Users, to discuss specifically the SAR issues. The NSA appreciates the concerns of the users as well as the need for the inclusion of a percentage of the SAR helicopters costs in the total cost used for the calculation of the Unit rate. At the same time, it is fully aware of the time limitations for the submission of this Performance Plan. Taking also into consideration the planned meeting for September on this very issue, it decided to accept the incorporation of the percentage of the SAR helicopters costs into the total costs used for the calculation of the Unit rate and the subsequent increase of the unit rate as proposed by the ANSP, with the understanding by all parties concerned that the matter will be extensively discussed and agreed upon in September. The NSA shall participate at the said meeting and if the argumentation presented warrants, a reduction of the percentage of the SAR cost allocated to Civil Aviation then a revision of the Cost target shall be proposed to the State for approval. Further details of the consultation which took place can be found in Appendix D. 15

16 2. PERFORMANCE TARGETS AT NATIONAL LEVEL AND ALERT THRESHOLDS 2.1. Performance targets National performance targets for RP1 National performance targets in each key performance area, set by reference to each key performance indicator, for the entire reference period, are listed in the table below. The annual targets are presented in the pages which follow (Table 5) of Section 2.1.2: Key Performance Area (KPA) SAFETY Key Performance Indicator National Notes (KPI) Performance Target Effectiveness of safety Level 4 As defined in the management ( maturity ) EUROCONTROL s Safety Maturity Survey methodology Application of severity --- Deferred until a classification scheme European Union wide target has been determined Reporting of Just Culture --- Deferred until a European Union wide target has been determined CAPACITY COST EFFICIENCY Minutes of en-route ATFM delay per flight Determined Unit Rate for enroute-ans 0.3 minutes Target to be achieved incrementally until Increase of the determined unit rate by approximately 2% per year ENVIRONMENT None None Deferred until a European Union wide target has been determined Table 4: National performance targets for RP1 A short explanation for the table above is given overleaf: 16

17 (a) Safety effectiveness of safety management: national/fab targets as defined in accordance with Annex I, Section 2, point 1(a) for each year of the reference period (optional in the first reference period), application of the severity classification of the Risk Analysis Tool: national/fab targets as defined in accordance with Annex I, Section 2, point 1(b) for each year of the reference period (yes/no values), just culture: national/fab targets as defined in accordance with Annex I, Section 2, point 1(c) for each year of the reference period (optional in the first reference period); (b) Capacity minutes of en-route ATFM delay per flight; (c) Cost-efficiency determined costs for en-route and terminal air navigation services set in accordance with the provisions of Article 15(2)(a) and (b) of Regulation (EC) No 550/2004 and the application of the provisions of Regulation (EC) No 1794/2006 and its amendment (EC) No 1191/2010 for each year of the reference period, en-route service units forecast for each year of the reference period, as a consequence, the determined unit rates for the reference period, description and justification of the return on equity of the air navigation service providers in relation tothe actual risk incurred, description of investment necessary to achieve the performance targets with a description of their relevance in relation tothe European ATM Master Plan and their coherence with the main areas and directions of progress and change as set out therein. (d) Environment description of the national/fab improvement process on route design (optional in the first reference period); 17

18 Alert thresholds for RP1 Cyprus National Performance Plan (RP1) (a) Safety KPI Target Alert Threshold Notes Effectiveness of safety management ( maturity ) In accordance with the BLUE MED SMS Roadmap 2 Table 5a: Targets and alert thresholds for Safety (b) Capacity KPI Target Alert Threshold Notes Minutes of en-route ATFM delay per flight Table 5b: Targets and alert thresholds for Capacity (c) Cost efficiency KPI Target Alert Threshold Notes Determined Unit Rate for en-route- ANS % 10% 10% A deviation over a calendar year by at least 10% of the actual cost/ traffic versus the cost/ traffic forecasts. Table 5c: Targets and alert thresholds Cost efficiency 2 Available on demand 18

19 2.2. Consistency of the national performance targets with the European Unionwide performance targets Safety With regards to the effectiveness of safety management, the interpretation and action plan detailed in the BLUE MED FAB SMS Roadmap is adopted. Other optional KPIs are deferred for consideration in RP2. No European Union-wide targets have been set for RP1, hence an analysis for consistency is not applicable Capacity The Republic of Cyprus is adopting the capacity reference values which have been calculated by the capacity planning process of Eurocontrol, using the EU-wide capacity target of 0.5 min/flight in 2014 which were disseminated (by the Performance Review Unit of EUROCONTROL) to the Member States on the 31st of January In this respect, it considers that it is consistent and is adequately contributing to the European Union-wide performance targets. Other optional KPIs are deferred for consideration in RP Environment No European Union-wide targets have been set for RP1 and no national targets have been set either. Hence, an analysis for consistency with pan-european targets is not applicable Cost efficiency Historically, the Cyprus en-route unite rate has been well below, both the European average and the current EU-wide target for cost efficiency. It is worth noting that within 2011 the Cyprus unit rate is the fourth lowest in the European Union. The last few years, the Republic of Cyprus monetary policy has been adhering to a restricted Governmental Budget, keeping expenditures and investments low, in line with the rest of the Governmental Sector. Consequently, the DCAC had limited possibilities for investing on equipment and infrastructure upgrades or new personnel recruitment. As a result the DCAC has found it increasingly difficult to meet its airspace capacity demands. This now needs to be 19

20 rectified urgently, as the high level of traffic delays corresponds to significant costs for the airspace users. For these reasons, the Republic of Cyprus does not foresee that it will be able to reduce its Unit Rate for RP1. This is a result of a necessary trade-off and is in line with the Recital 12 of the Decision setting the EU-wide Performance Targets. Cyprus cost efficiency target for RP1 projects an average annual increase in the determined en-route unit rate of approximately 2%. Nevertheless, Cyprus shall make every effort to reduce the delays and achieve its capacity target by investing in the minimum required infrastructure and staff whilst at the same time striving to maintain its Unit Rate at low levels. Recognising that the annual targets do not follow the desired downward trend, Cyprus will closely monitor developments in the overall performance during RP1 and in case there are ways or possibilities to reverse the foreseen trend, these will be investigated and pursued. The following sections analyse the above in more detail, with summary tables of the costs and traffic forecasts, whereas the full Reporting Tables are included in Appendix A En-route SU Forecast The forecasts of en-route service units that underline the targets are shown in Table6 below. Traffic growth is also described in Section above. It should be pointed out that the en-route total service units prior RP1 for the years 2009 and 2010 are the actual and not the ones used for the calculation of the unit rate. 2009A 2010A 2011F 2012F 2013F 2014F (thousands) En route total service units prior RP Forecast total service units used for the determined unit rate %n/n-1 6,21% 6,51% -4,65% 2,00% 2,00% STATFOR service units forecast (Baseline scenario) Date of STATFOR SU forecast Nov-2008 Sept Sept May May May %n/n-1 1,27% 6,04% -2,57% 4,28% 4,44% Table 6: En route total service units forecast 20

21 As already stated (Section ), DCAC was, until recently, basing its traffic forecasts on the figures provided by STATFOR. Table 6 shows actual service units for years 2009 and 2010 and forecast for years It also illustrates the forecasts provided by STATFOR that were used for the calculation of the unit rate of the relative year. As far as the predictions for the years 2012 and onwards, although STATFOR is predicting on average a 4% growth on average for 2011 to 2014, the DCAC, taking into account the downturn of the 1 st quarter of 2011 and the traffic growth of the previous years, has made a more moderate prediction for 2013 and Determined en-route ANS costs in nominal terms Tables 7 and 8 present the actual costs for 2009 and 2010 and those forecasted for It should be pointed out that, figures presented under the year 2010 column are the actual costs, whereas the columns in Appendix A present the forecasted figures that were used for the calculation of the unit rate for Within Other Operating Costs the DCAC s contribution to EUROCONTROL (EUROCONTROL costs) is included for all years A 2010A 2011F 2012F 2013F 2014F ANS en route cost per entity (thousands of Euro) ANSP 34,363 35,839 37,770 38,970 40,511 42,152 %n/n-1 4,30% 5,39% 3,18% 3,95% 4,05% State-NSA 5,992 5,710 5,562 8,457 8,733 9,055 %n/n-1-4,71% -2,59% 52,06% 3,26% 3,68% MET 3,445 3,304 3,963 4,254 4,469 4,695 %n/n-1-4,10% 19,96% 7,34% 5,05% 5,05% Total determined costs in nominal terms 43,800 44,853 47,296 51,682 53,713 55,901 %n/n-1 2,40% 5,45% 9,27% 3,93% 4,07% Table 7: Determined en route ANS costs per entity in nominal terms 21

22 2009A 2010A 2011F 2012F 2013F 2014F ANS en route cost per nature (thousands of Euro) Staff 16,549 16,063 18,537 19,192 20,015 20,958 %n/n-1-2,94% 15,40% 3,53% 4,29% 4,71% Other Operating Costs 17,913 19,881 18,878 20,680 21,511 22,360 %n/n-1 10,99% -5,05% 9,55% 4,02% 3,95% Depreciation 4,963 5,261 5,811 7,664 7,884 8,118 %n/n-1 6,01% 10,44% 31,89% 2,87% 2,97% Cost of Capital 4,375 3,648 4,070 4,147 4,303 4,465 %n/n-1-16,61% 11,57% 1,88% 3,77% 3,77% Exceptional items 0,00 0,000 0,000 0,000 0,000 0,000 %n/n-1 Total determined costs in nominal terms 43,800 44,853 47,296 51,682 53,713 55,901 %n/n-1 2,40% 5,45% 9,27% 3,93% 4,07% Table 8: Determined en route ANS costs by nature in nominal terms Actual costs for the 2010 were higher than those forecasted by 4,5%. The main reasons of this difference are the following: - the difference of 0,6% between forecasted and actual inflation rate; - an unpredicted increased need for ATCOs working on related ATC duties, especially LEFCO project and mapping/charting, which caused an increase in overtime and consequently staff costs; - an unpredicted increased need for technical support personnel working on the LEFCO project; was the first year where the new Air Traffic Control Centre was put into partial operation. This caused variations between estimated and actual operating expenses of the new building. Particularly, the electricity cost was unexpectedly much higher than the projected one. 22

23 Total costs are projected to grow in 2012 up to 49,6m including EUROCONTROL costs, i.e. an overall increase of 4.83% compared with the figures of The increase is mainly due to the following reasons: - An increase in staff costs due to: the introduction of the 20 new ATCOs to the official roster (expected to finish their training and take over ATC duties in June 2011); the intake of new engineers and technicians for the establishment of the CNS section, for technical support of the new projects and equipment, mainly LEFCO; the intake of 4 new recruits for the NSA that were planned for The recruitment of this staff for the NSA is postponed for Within 2012, a new intake of 6 additional recruits for the NSA is also planned; the transfer of 8 ATCOs to the ACC for the operation of the 4 th sector within Nicosia FIR. - the full time commencement of operations of the new Air Traffic Control Centre will cause an increase in office and maintenance expenses; - 20 additional ATCOs are planned to be recruited and start training in October This will increase training expenses and hence operating costs; - the new personnel of the NSA will undergo several training courses for their preparation to take over their oversight responsibilities, causing an increase in operating expenses; - Search & Rescue is now in the process of improving its services and infrastructure and therefore increasing its operating expenses; - depreciation will be increased mainly due to the new investments. The major new investments, as analytically presented in Section below, are mainly allocated to en-route services, and comprise the ATC building, the LEFCO project, Ground to Air Transceivers, the Kionia Radar, Upgrading of Lara Radar and the ADS-B/WAM system. - All the projects presented above affect the increase in the cost of capital as well. Medium term forecast of the years takes into account the following: - staff number is estimated to increase; - operating costs are expected to remain increased throughout the period; - depreciation costs will be increasing due to the installation of new operational equipment from 2012 and onwards. 23

24 Determined en-route ANS costs in real terms Table 9 provides the different elements of the conversion of the determined en-route costs from nominal terms into real 2009 terms. 2009A 2010A 2011F 2012F 2013F 2014F (thousands of Euro) Total determined costs in nominal terms 43,800 44,853 47,296 51,682 53,713 55,901 Inflation % 2,6% 3,4% 2,1% 2,3% 2,5% Inflation index (100 in 2009) 100,0 102,6 106,1 108,3 110,8 113,6 Total determined costs in real 2009 terms 43,800 43,716 44,581 47,713 48,473 49,218 %n/n-1-0,19% 6,4% 7,02% 1,59% 1,54% Table 9: Determined en-route ANS costs in real erms The inflation rate presented in Table 9 is taken from the Stability Programme of the Republic of Cyprus issued by the Ministry of Finance in April 2010 ( Real en-route determined unit rate The real en-route determined unit rate for Cyprus resulting from the parameters described above is presented in Table 10 below, together with the EU-wide target. 2009A 2010A 2011F 2012F 2013F 2014F (thousands of Euro) Total determined costs in real 2009 terms Total en-route SUs Real en-route determined unit rate (at 2009 prices) 34,41 32,33 30,96 34,75 34,61 34,46 %n/n-1-6,02% -4,25% 12,25% -0,40% -0,45% EU-wide target: average determined en-route unit rate (in 2009 EUR) 57,88 55,87 53,92 Table 10: Real en-route determined unit rate As elaborated also in other sections of this document, Cyprus, in order to overcome the big problem of delays and to achieve the capacity target has to invest in new equipment/projects and staff. Section analyses the main drivers that will cause the increase of costs especially in Costs within the next years are reduced and this is in line with the direction for achieving the EU-wide target for each year. 24

25 Terminal ANS costs The Performance Scheme Regulation requires that costs for terminal ANS in RP1 be provided. The table below provides this information where terminal costs are illustrated for each entity of the DCAC. ANS terminal cost per entity / charging zone 2011F 2012F 2013F 2014F (thousands of Euro) ANSP %n/n-1-1,21% 3,26% 3,26% State-NSA %n/n-1 100,90% 0,93% 0,94% MET %n/n-1 12,37% 3,57% 3,57% Total terminal costs in nominal terms %n/n-1 13,74% 2,78% 2,79% Table 11: Determined en route ANS costs per entity in nominal terms For the time being there is no terminal charge. It was anticipated that terminal charge would be introduced as from 1 st of January It was planned to introduce a single charging zone with a single terminal charge. However, no official political decision has been taken yet regarding the time the new charge will be introduced. It should be also noted that in January 2012 Larnaca International Airport commercial air transport movements are expected to exceed the average of over the previous three years and therefore will be subject to the Common Charging Regulation (EC) 1794/ Interdependency between targets and trade-offs During the past few years, significant delays in the range of 3.9 min per flight in 2010 were experienced in Nicosia FIR while at the same time Cyprus maintained one of the lowest Unit Rates for en-route Air Navigation Services in Europe ( in 2010 and in 2011). The explanation of why the unit rate is kept at low levels is given in Section above. The Government of the Republic of Cyprus, through the DCAC (the certified ANSP for ATS/CNS/AIS) is already taking significant steps towards the improvement of the delays experienced within Nicosia FIR. The NSA has adopted the capacity reference values which have been calculated by the capacity planning process of Eurocontrol. The DCAC ANSP is putting into place a number of measures (operational, technical /equipment and airspace management related), some of them to be effected as from summer 2011, with the aim of increasing the capacity levels of the Nicosia FIR. 25

26 This is inevitably affecting the Unit Rate which for 2012 is calculated to be slightly higher than the unit rate of 2011 ( for 2012 compared to in 2011), a value still well below the EU-wide target of in This is in line with the Recital 12 of the Decision setting the EU-wide Performance Targets, which clearly states that each target should be weighted against the others, considering justified trade-offs between different performance areas. The DCAC, in order to achieve the Capacity target will inevitably increase the determined costs and hence the Unit Rate. The values for 2013 and 2014 are estimated to be and respectively. It should be noted however that for 2013 and 2014 more conservative traffic increase predictions compared to the average growth of approximately 4% predicted by STATFOR for the past few years had to be taken into account due to the political situation prevailing in the Middle East and North Africa states which is affecting the traffic volumes of Nicosia FIR Description and explanation of the carry-overs from the years before the reference period. Table 12 below provides information regarding the carry-overs from the years before RP1. DCAC s policy until now conserning the carry-overs was that they should be recovered within 2 years time. To 2009 To 2010 To 2011 To 2012 To 2013 To 2014 Carry over from (thousands of Euro) Balance Year Balance Year Balance Year Balance Year Balance Year 2011 Balance Year 2012 Amounts carried over to year (i) Table 12: Carry-overs from the years before RP Risk-sharing and incentives No incentive schemes are proposed for capacity, safety and environmental impact in RP1. With respect to the cost efficiency and taking into consideration the opinion of the airspace users as expressed during the consultation meetings, no incentives schemes are proposed in RP1 either. 26

27 Article 11a para. 7 of the Common Charging Regulation, allows ANSPs without any equity capital to be exempt of traffic risk sharing during RP1, in order to achieve a lower proportion of debt financing. The DCAC, which is a Governmental Department, with no equity capital is subject to this exemption provided by the Regulation. Incentives in relation to cost-efficiency are defined in the performance Scheme Regulation as comprising the risk sharing mechanism as set out in Article 11a of the Common Charging Regulation. The determined costs established in relation to the costs of relevant oversight authorities are not subject to traffic risksharing and may be recovered regardless of the level of traffic. The cost risk-sharing mechanism provides that costs in excess of the determined cost shall be borne by the entity concerned, and that if costs fall short of the determined costs, the entity may retain the shortfall. The entity concerned must therefore bear all the cost risk. The DCAC in line with the Common Charging Regulation however, is excluding all uncontrollable costs in relation to the following: (i) unforeseen changes in national pension regulations and pension accounting regulations; (ii) unforeseen changes in to national taxation law; (iii) unforeseen and new cost items not covered in the national performance plan but required by law; (iv) unforeseen changes in costs or revenues stemming from international agreements; (v) significant changes in interest rates on loans. Changes in such items may be carried over and taken into account in the next Reference Period. In the Republic of Cyprus, all five of these exceptions shall be adopted. 27

28 3. CONTRIBUTION OF EACH ACCOUNTABLE ENTITY - INDIVIDUAL PERFORMANCE TARGETS FOR EACH ACCOUNTABLE ENTITY The performance targets presented in para of this report, are mainly apportioned on the Air Navigation Services Section of the Department of Civil Aviation, of the Ministry of Communications and Works of the Republic of Cyprus, which is the only designated ATS provider in the area under scope of this Plan, as shown in the subsections below. It should be noted that the responsibility for achieving the targets remains a shared one, with each stakeholder identified in Para. 1.1, having its particular role in the scope of the plan (e.g. oversight, facilitation, allocation of funds etc.) Department of Civil Aviation, Cyprus Air Navigation Service Provider This section provides information regarding the contribution of ANSP of DCAC for the successful implementation of this Performance Plan Safety The safety target is solely apportioned to the Air Navigation Services Section of the Department of Civil Aviation, of the Ministry of Communications and Works of the Republic of Cyprus, which is the only designated ATS provider in the area under scope of this Plan Capacity The capacity target is solely apportioned to the Air Navigation Services Section of the Department of Civil Aviation, of the Ministry of Communications and Works of the Republic of Cyprus, which is the only designated ATS provider in the area under scope of this Plan Environment No national target has been set for environment for the first reference period (PR 1) 28

29 Cost-efficiency Determined en-route ANS costs Details of the DCAC ANSP s determined en-route costs are provided in the Reporting Tables included in Appendix A of the document. A summary of these tables as applicable to the DCAC ANSP is provided below. It should be pointed out that, figures presented under the year 2010 column are the actual costs, whereas columns in Appendix A present the forecasted ones that were used for the calculation of the unit rate of A 2010A 2011F 2012F 2013F 2014F DCAC (ANSP) (thousands of Euro) Staff 11,060 11,394 13,130 13,629 14,175 14,812 Other Operating Costs 14,521 16,073 15,441 16,279 16,930 17,573 Depreciation 4,836 5,116 5,557 5,562 5,774 5,999 Cost of Capital 3,946 3,256 3,643 3,500 3,633 3,767 Exceptional items 0,000 0,000 0,000 0,000 0,000 Total en-route costs 34,363 35,839 37,770 38,970 40,511 42,152 Table 13: Determined en route ANS costs for the DCAC (ANSP) by nature 2009A 2010A 2011F 2012F 2013F 2014F DCAC (ANSP) (thousands of Euro) Air Traffic Management 21,271 23,038 23,455 24,356 25,319 26,345 Communication 2,972 3,155 3,154 3,273 3,403 3,541 Navigation 5,567 5,122 6,270 6,274 6,522 6,786 Surveillance 2,869 2,973 3,059 3,196 3,322 3,456 Aeronautical Information 1,684 1,551 1,832 1,871 1,945 2,023 Total costs 34,363 35,839 37,770 38,970 40,511 42,152 Table 14: Determined en route ANS costs for the DCAC (ANSP) by service An explanation of the increase in costs is given in Section

30 Terminal ANS costs The DCAC ANSP terminal costs are not included in this National Performance Plan. Additionally terminal charge has not been imposed yet as described in Section above. 2011F 2012F 2013F 2014F ANS terminal cost by nature (thousands of Euro) Staff Other operating costs Depreciation Cost of capital Exceptional items Total Costs Table 15: Terminal ANS costs for the DCAC (ANSP) The main cost drivers are the following: - staff costs are expected to be lower compared with the forecasted due to the following reasons: The recruitment of the 20 new ATCOs that completed their training and will take over duties in June These new ATCOs will be allocated to the two Towers of Larnaca and Pafos Airports where at the same time eight (8) existing ATCOs, with higher salary and allowances, will be released in June 2011 and transferred to the ATCC for training for the Area Control Surveillance Rating with Radar endorsement. Later on, in November 2011, additionally, six (6) existing ATCOs will be released from the Towers and transferred to the ATCC for the same training. The main objective of the transfers of the existing ATCOs is the operation of more sectors, so as to achieve the capacity target; - Operating expenses includes the ATCOs training for the Approach surveillance Rating. - depreciation costs are expected to be decreased compared with the forecasted mainly due to the fact that not all the planned new equipment will be put into operation in The new equipment mainly allocated to terminal are the ILS CAT II and the Ground to Air Transceivers; - the above projects affect the decrease in the cost of capital as well. The medium term forecast for t takes into account the following: - 20 new ATCOs are planned to be recruited and start training in October The new ATCOs are planned to finish their training within 2014 and will be allocated to the two Towers of Larnaca and Pafos Airports. As described above this will release existing ATCOs who will be transferred to the ATCC for the operation of more sectors; - operating costs are expected to remain in the same levels; 30

31 - depreciation costs will be increasing due to the implementation of new operational equipment from 2013 and onwards. Specifically the new equipment mainly allocated to terminal are for the upgrading of Larnaca Radar, the ILS Cat II at Larnaca Airport and the DME at Pafos Airport. Return on Equity The DCAC does not have equity capital and therefore no return on equity as presented in line 3.6 of Table 1 of Appendix A of this document. Investments The biggest investments of capital expenditure which affect depreciation and cost of capital are the following: Capex project name or reference Air Traffic Control Building Domain: (ATM systems, C/N/S infrastructure, buildings) Building Objective: (Safety/ quality/ capacity/ cost/ other) Safety, quality/ capacity LEFCO ATM system Safety quality/ capacity Kionia Radar ATM system Safety quality/ capacity Ground to Air Transmitters ATM system quality/ capacity Lara Radar ATM system Safety quality ADS-B/WAM system ATM system Larnaca Radar ATM system Safety quality Safety quality ILS CAT II ATM system Safety quality DME Pafos ATM system Safety quality Table 16: Major current investments of ANSP En-route / Terminal Planned start date (could be before year N) (YY) En-route August 2006 En-route Jan En-route Jan En-route Jan En-route Jan En-route Jan Terminal Jan Terminal Jan Terminal Jan Planned end date (YY) Sep Dec Dec Dec Dec Dec June 2013 Dec June 2013 Planned total capex (thousands )

32 Incentive mechanisms No incentive mechanisms will be applied to the Cyprus ANSPs in relation to safety and environment, since no targets have been set. No specific incentives have been applied in relation to capacity. The only incentive mechanism that applies to the Cyprus ATS is the one for the cost-efficiency target, which comprises of the risk-sharing mechanisms defined in the Common Charging Regulation. The cost risksharing mechanism provides an incentive to the ANSP to make more accurate calculations of the determined costs and if costs are lower than the determined values, the difference may be retained by the ANSP Meteorological Service, Cyprus This section provides information regarding the role of MET in the National Performance Plan, which is limited only to the cost efficiency target. MET services are provided by the Meteorological Service of Cyprus, a Governmental Department like DCAC, under the control of the Ministry of Agriculture, Natural Resources and Environment. The two Departments signed a Service Level Agreement which states their relationship, the type of services provided and the way these services will be provided. Most of the main fields of activity and principal functions of the Meteorological Service of Cyprus are related to the Air Navigation Service. The MET s accounts system calculates charges to aviation for the provision aviation (ANS) MET services, including both the direct costs of the service and a proportion of the core costs. Specifically, the provision of Meteorological Services to Civil Aviation reaches the 80% mark. The separation of direct costs of the Meteorological Service to aviation from the total MET costs (MET core costs), is made by defining the services, facilities, personnel employed and systems / equipment used exclusively to provide the meteorological service for aviation. The MET adopts the DCAC methodology which is in line with the Common Charging Regulation, for the calculation of costs related with the provision of MET service to aviation. Costs include the categories such as, staff (salaries and pensions), other operating costs, depreciation and cost of capital. The allocation of MET costs to the Civil Aviation are then distributed according to the activities or tasks performed and also to the personnel employed for the ANS. As stated above, a percentage of 80% from the MET costs are allocated to Civil Aviation and these are split into en-route and terminal in a proportion of

33 Cost efficiency Tables 17 and 18 present the actual MET costs for 2009 and 2010 and the financial projections for The following which is in line with the descriptions in Section 3.2 above should be noted: - Total costs presented in tables 17 and 18 are the MET costs related with the ANS for both en-route and terminal; - Costs are split between en-route and terminal in a proportion of 80:20; - The costs under the year 2010 column are the actual costs, whereas columns in Appendix A present the forecasted ones that were used for the calculation of the unit rate of 2010; - Costs are in nominal terms. Determined en-route and terminal ANS costs The determined en-route costs in nominal terms for MET are the 80% of the total MET costs related with the provision of Air Navigation Service to aviation. 2009A 2010A 2011F 2012F 2013F 2014F MET en-route (thousands of Euro ) Staff 2,744 2,500 3,048 3,068 3,221 3,382 Other operating costs 0,401 0,498 0,480 0,815 0,860 0,907 Depreciation 0,087 0,106 0,195 0,107 0,111 0,116 Cost of capital 0,213 0,199 0,241 0,265 0,277 0,289 Exceptional items Total Costs 3,445 3,304 3,963 4,254 4,469 4,695 Table 17: Determined en route ANS costs for MET by service in nominal terms 2011F 2012F 2013F 2014F MET terminal (thousands of Euro) Staff 0,696 0,767 0,798 0,831 Other operating costs 0,161 0,204 0,209 0,214 Depreciation 0,032 0,027 0,027 0,028 Cost of capital 0,057 0,066 0,067 0,068 Exceptional items Total Costs 0,946 1,064 1,101 1,141 Table 18: Terminal ANS costs for MET in nominal terms In order to keep up with the requirements in the future and standardise the services that MET offers to the DCAC and in line with the requirements of the National Performance Plan, the MET has the following objectives with a direct impact on costs: 1. Purchase of radar services for the coverage of Larnaka and Paphos Airports, and of Nicosia F.I.R.; 2. Maintenance or upgrading of the current Meteorological Radar and purchase of spare parts; 33

34 3. Purchase of Services for the Maintenance of the Quality Management System for the provision of Meteorological Service for the International air navigation that complies with ISO 9001:2008; 4. Purchase of Services for TAFs Verification. Development of local utilities is also under consideration; 5. Purchase of Services for Meteorological stations network development; 6. Local Training of the personnel in the use of Computer Programs, Meteorological Education, Participation to Administration and Management Seminars. Training of the new recruits (Meteorological Officer and Assistants); 7. Training of the personnel abroad, in Meteorological Education (Forecasting and modelling) and Participation to Seminars; 8. Maintenance of the Satellite Station and its equipment; 9. Maintenance of the Meteorological equipment for Larnaka and Paphos Airport and Radiosonde Station in Athalassa and Automatic Meteorological Station (AWS) 10. Maintenance work for the Radiosonde Station in Athalassa. 11. Update of Network cabling. 12. Migration in Table Driven Code Forms Return on Equity The MET as a Governmental Department, does not have equity capital and therefore no return on equity is presented in line 3.6 of Table 1 of Appendix A of this document. Investments The MET in order to contribute to the National Performance Plan but mainly in order to keep up with the requirements of the aviation industry is planning to proceed with the following investments: 1. Construct a new building for the Meteorological Office and Observatory at Paphos International Airport near the new Control Tower; 2. Purchase of Meteorological equipment for Larnaka and Paphos Airport and Radiosonde Station in Athalassa and an Automatic Meteorological Station (AWS); 3. Installation of Meteorological Stations and Instruments; 4. Purchase of 3 Atmospheric Pressure sensors; 5. Purchase of a Voice Response System; 6. Purchase of a Runway Visual Range System (RVR); 7. Purchase of a radiation instrument; 8. Upgrade of software and hardware of AWS for the connection with the internet. 34

35 The main investments are analytically presented in Table 19: Capex project name or reference Domain: (ATM systems, C/N/S infrastructu re, buildings) Objective: (Safety/ quality/ capacity/ cost/ other) Planned start date (could be before year N) (YY) Planned end date (YY) Planned total capex (thousands ) MET and Observatory Building - Paphos International Airport AWS equipment Voice Response System Runway Visual Range System (RVR) Radiation instrument Upgrade of AWS software & hardware Building Quality Nov Jan ATM system ATM system ATM system ATM system ATM system Table 19: Major current investments of MET Safety quality Safety quality Safety quality Safety quality Safety quality & & & & & June 2011 Jan Jan Jan Jan Dec Dec Dec Dec Dec Incentive mechanisms No incentive mechanisms have been applied to the MET Service. 35

36 3.3. State and NSA This section provides information regarding the contribution of the State and the NSA for the successful implementation of this Performance Plan. The contribution of these entities is described in several sections throughout the document and especially in Section 1.1 above. The following though should be noted: - The Ministry of Communications and Works as the Regulator is presented in the Other State costs; - The National Supervisory Authority is presented in the Supervisory costs; - The costs of Search & Rescue are included in this category under the State entity (Ministry of Communications and Works) and is are presented in the relevant service; - The costs of these entities are not subject to traffic risk sharing Safety The State, through the Ministry of Communications and Works, is responsible for the formulation and implementation of the National Civil Aviation Legislation and the implementation of the relevant Community legislation within the Republic of Cyprus, which inter alia contains provisions for safety. Furthermore, the Ministry of Communications and Works, through the adoption of this plan assumes the responsibility of its implementation. The NSA contributes to the achievement of the safety target through the oversight activities performed within the scope of the SES Regulations and the Implementing Rules developed in this context Capacity The Ministry of Communications and Works does not have a direct line of responsibility for the achievement of the Capacity target other than its administrative role and the adoption of this Plan. The NSA does not have a direct line of responsibility for the achievement of the Capacity target. Through its oversight activities though, it shall monitor the level of achievement of the said target Environment Not applicable for the first reference period 36

37 Cost-efficiency Determined en-route ANS costs Details of the State / NSA determined en-route costs are provided in the Reporting Tables included in Appendix A of the document. A summary of these tables as applicable to State / NSA is provided below. It should be pointed out that, figures presented under the year 2010 column are the actual costs, whereas columns in Appendix A present the forecasted ones that were used for the calculation of the unit rate of A 2010A 2011F 2012F 2013F 2014F State / NSA (thousands of Euro) Staff 2,745 2,168 2,360 2,495 2,619 2,763 Other Operating Costs 2,991 3,310 2,957 3,586 3,721 3,879 Depreciation 0,040 0,040 0,059 1,995 1,999 2,002 Cost of Capital 0,216 0,192 0,186 0,383 0,394 0,409 Exceptional items Total en-route costs 5,992 5,710 5,562 8,458 8,733 9,055 Table 20: Determined en route ANS costs for State / NSA by nature 2009A 2010A 2011F 2012F 2013F 2014F State / NSA (thousands of Euro ) Search and rescue 0,660 1,027 0,856 3,600 4,100 4,100 Supervision costs 0,850 0,908 0,900 0,900 1,100 1,100 Other State costs (inc.ectl) 4,482 3,775 3,806 3,956 3,532 3,854 Total costs 5,992 5,710 5,562 8,458 8,733 9,055 Table 21: Determined en route ANS costs for State / NSA by service An explanation for the increase in costs is given in Section Search & Rescue is now in the process of improving its services resulting in an increase of its operating expenses. Terminal ANS costs State, NSA and Search & Rescue also contribute to the calculation of the terminal costs. Further details are included in Table 22 below. It should be pointed out that figures presented under the year 2010 column are the actual costs, whereas columns in Appendix A present the forecasted ones that were used for the calculation of the unit rate of

38 2011F 2012F 2013F 2014F State / NSA (thousands of Euro ) Staff 0,535 0,594 0,602 0,609 Other operating costs 0,265 0,566 0,573 0,581 Depreciation 0,012 0,499 0,499 0,499 Cost of capital 0,051 0,074 0,075 0,076 Exceptional items Total Costs 0,863 1,733 1,749 1,765 Table 22: Terminal ANS costs for State / NSA by nature Return on Equity State, NSA and Search & Rescue as a Governmental Departments, do not have equity capital and therefore no return on equity is presented in line 3.6 of Table 1 of Appendix A of this document Incentive mechanisms No incentive mechanisms will be applied to the NSA in relation to safety, capacity and environment. The only incentive mechanism applied to the DCAC is that for the cost efficiency target which comprises of the risk-sharing mechanism defined in the Common Charging Regulation and described in Section The State / NSA costs are not subject to traffic risk sharing. On the other hand, the cost risk-sharing mechanism provides an incentive to the NSA in that if costs are lower than the determined values, the difference may be retained by the NSA. 38

39 4. MILITARY DIMENSION OF THE PLAN This Performance Plan will be implemented in the framework of the excellent cooperation between the National Civil and Military authorities which has been further enhanced and formalised through the implementation of regulation (EC) 2150/2005 laying down common rules for the flexible use of airspace. The implementation of the said Regulation has been achieved through the adoption of the National Plan for the Implementation of FUA, done on the 2 nd of July The implementation of National FUA plan ensures to the maximum possible extend, the most efficient use of airspace, both by civil and military users. The State Annual Report on the Application of FUA, covering period does not identify any particular deficiencies as to the implementation of the plan. The activities of the National Military Authorities are predominately executed over the National airspace. Through the existing excellent cooperation between the national Civil and Military Authorities the effect on ATS is minimal. Over the high seas though, which constitute the majority of the Nicosia FIR, a number of foreign Military authorities, most commonly the USA Navy, Israeli Air Force, British Air Force and Turkish military forces, regularly perform operational flights and exercises. The activities of the British forces are coordinated with the national authorities and serious consideration is afforded to the reduction of the effect on ATS. Likewise the cooperation with the Israel authorities has been greatly improved and hence the effect on ATS has been reduced. An issue remains though with the USA and Turkish forces whose operations, despite the efforts of the national Authorities to enhance cooperation, still continue to affect normal provision of ATC services. The political unrest in the South South East Mediterranean region gave rise to the number of USA operational flights (OAT). These flights are rarely coordinated with the ATS authorities thus causing additional workload to ACC staff. In addition to this, the Turkish air force carries out exercises and operational flights within Nicosia FIR, at times even penetrating Cyprus National airspace, in violation to ICAO procedures increasing thus the workload on ATC staff and hence having a detrimental effect on airspace capacity. No additional national KPIs or targets are being defined in relation to this item. 39

40 5. ANALYSIS OF SENSITIVITY AND COMPARISON WITH THE PREVIOUS PERFORMANCE PLAN 5.1. Sensitivity to external assumptions. The political unrest prevailing, at the time of writing of this report, in the Middle East and the North African states makes it difficult to predict how and to what extent traffic volume and patterns will be affected. In the unfortunate event that a situation similar to Libya develops in other states in the region over flight traffic through Nicosia FIR from /to the Middle East and the Far East will be greatly affected. On the other hand if the situation normalises and is even further improved to the extent that political constraints and military concerns of the States in the said region are alleviated then the long sought improvement of the route network in the region will be possible. Parallel uni-directional routes extending from Nicosia FIR to the East, all the way down to the Gulf region and to the North West through Ankara FIR, as proposed by Cyprus a decade ago, would then be possible with a consequent positive effect on traffic capacity Comparison with previous performance plan This section is not applicable as this report is the first National Performance Plan, related to the first Reference Period. 40

41 6. IMPLEMENTATION OF THE PERFORMANCE PLAN The Cyprus NSA will monitor the ANSP action plans related to the achievement of the performance targets by: - Focused audits, designed to oversee the ANSP action plans - Requesting regular reports on the actual results achieved (periodicity to be defined) - Interacting with EUROCONTROL CFMU for obtaining additional statistical reports and forecasts, if and when required. In case the planned oversight reveals deficiencies as to the planned results or negative trends as to the required performance the NSA will require of the ANSP to submit relevant Corrective Action Plans, which will adequately address the problems identified and which, in turn, will be audited for correct implementation. If continued inefficiencies persist the Cyprus NSA may impose penalties (sanctions) on the ANSP, as required by Community legislation 3 and in accordance with the applicable National Law 4. 3 REGULATION (EC) No 549/2004, laying down the framework for the creation of the Single European Sky, Article 9 4 ΚΔΠ 72/2011 Sanctions for ANSPs 41

42 APPENDIX A: Reporting Tables and Additional Information 42

43 43

44 44

45 45

46 46

47 47

48 48

49 49

50 APPENDIX B: Extracts from ANSP Business Plans B.1. Capacity assessment, as at 2010 Traffic in Cyprus increased by 6.8% during summer 2010 (May to October inclusive), when compared to the Summer of The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 3.2% and 6.3% throughout the planning cycle, with an average baseline growth of 4.7%. The average en-route delay per flight increased from 2.7 minutes in summer 2009 to 3.9 minutes in summer 2010, remaining considerably higher than the optimum for the ACC. 79% of the delays were attributed to ATC Capacity and 21% to shortcomings on ATC staffing. B.2. Planned measures to achieve capacity targets The accountable ANSP will implement measures to enhance and achieve the national capacity performance target of para target, by focusing its activities and in three main areas: operational improvements expected through changes in airspace configuration e.g. new routes, additional sectors etc. operational improvements expected through investments in new equipment operational improvements expected through changes in ATM practices and procedures On the basis of expert advice provided by EUROCONTROL, the accountable ANSP can achieve the set target if it can increase its capacity by at least 50% by 2014 (as compared with the 2010 baseline capacity). The table on the next page refers to a number of measures which are foreseen to be implemented and which will greatly improve capacity levels within Nicosia FIR and, in effect, enable the meeting of the target. 50

51 Ref Practical improvement ENABLER measure by 2014 AIRSPACE MANAGEMENT IMPROVEMENTS CAPACITY GAIN RATIONALE NOTES 1 Ensure availability of 3 Incorporation of 9 additional 7% Historical Cost already sector configuration ATCOs in Nicosia ACC with evidence and included in whenever needed staff availability for upto 30% experience 2011 Unit Rate (LEFCO system overtime work. assumed) 2 Implementation of 4 th Incorporation of 8 additional 7% NEVAC Cost already sector (division West ATCOs in Nicosia ACC with simulation included in Upper / Lower) staff availability for upto 30% 2011 Unit Rate (afternoon) overtime work. 3 Implementation of 5 th Incorporation of 8 additional 5% NEVAC sector whenever ATCOs in Nicosia ACC with simulation required (afternoon) staff availability for upto 30% overtime work. Social dialogue for enabling newly recruited ATCOs to be introduced in the shift with just one rating. 51

52 Ref Practical improvement measure by Smarter airspace management ENABLER Creation of traffic volumes (exclusion of specific traffic flows from declared capacity and corresponding adjustments to declared capacities) CAPACITY RATIONALE NOTES GAIN 7% NEVAC simulation Flight level capping scheme with Athinai for arrivals/departures (subject to LoA with Athinai) Dynamic sector management Implementation of unidirectional Arrival and Departure Routes to Larnaca CAPAN study Implementation of new direct routes to/from FIR entry/exit points (e.g. SOLIN- DOREN) and/or Free Route Airspace BLUE MED FTS study 5 Reduce lateral separation from 10 to 5 NM Subject to technical feasibility and cost benefit analysis (to be calculated) 4% BLUE MED FTS study 52

53 Ref Practical improvement ENABLER CAPACITY RATIONALE NOTES measure by 2014 GAIN SYSTEM IMPROVEMENTS 6 Implementation of improved ATFM function Implementation of strategic, pre-tactical and tactical ATFM function. 5% Expert judgement Social dialogue for definition 7 Reduce coordination workload with Athinai ACC through the implementation of automated tools of terms of reference / specific duties LEFCO / OLDI 8% Revised CAPAN study (planned) LEFCO system assumed 8 Reduce coordination workload with Cairo ACC through the implementation of automated tools 9 More efficient working practices (sharing of workload between Planner and Executive) 10 Improve Civil-Military cooperation in the South-East part of the FIR TOTAL LEFCO / OLDI 4% Revised CAPAN study (planned) LEFCO 5% Expert judgement Extended availability of AWY B17 (defined as CDR) 3% Expert judgement 55% improvement LEFCO system assumed 53

54 APPENDIX C: State Safety Programme Cyprus National Performance Plan (RP1) ICAO Annexes 1, 6, 8, 11, 13 and 14 include the requirement for States to establish a State Safety Programme (SSP), in order to achieve an acceptable level of safety in civil aviation. The Cyprus SSP is the set of regulations and activities aimed at improving safety. It includes specific safety activities that must be performed by the State, and regulations and directives promulgated by the State to support fulfilment of its responsibilities concerning safe and efficient delivery of aviation activities in the State. With respect to ANS in particular, the SSP is based on three main pillars: safety regulation, safety management and safety oversight. With regards to safety regulation for ANS, this is largely covered by EU regulations and Directives, in which however the Republic of Cyprus plays an active part in their preparation and drafting. With regards to Safety Management this is implemented by the Cyprus ATS provider and contains, inter alia, a safety policy and various processes to manage safety, both proreactively and reactively (in response to incidents). Safety oversight for ATM is exercised on behalf of the State by the established NSA, on the basis of an annual audit plan which focuses on the most safety critical areas of ANS provision. In both safety management and oversight, a key element to which the State places the upmost importance is that of the performance monitoring. In this respect, measurable goals have been established against which the safety data collected is analysed and compared to in order to assess the overall safety performance expected by the State. 54

55 APPENDIX D: Public consultation material The following pages contain the Minutes of Meetings held with Stakeholders for the elaboration of the National Performance Plan. 55

56 Ministry of Communications and Works Department of Civil Aviation National Supervisory Authority Elaboration of the National Performance Plan CONSULTATION WITH AIR NAVIGATION SERVICE PROVIDERS AND AIRSPACE USERS Minutes of Meeting Nicosia, Ver

57 CONTENTS 1. GENERAL INFO MEETING SCOPE LIST OF PARTICIPANTS MEETING PROCEEDEINGS

58 1. GENERAL INFO Meeting Type: NSA consultation meeting on the elaboration of the National Performance Plan in accordance with Regulation EU 691/10 Meeting Date: Location: DCAC HQ - Nicosia Minutes Distribution : All the participants Minutes preparation date: MEETING SCOPE The purpose of the meeting was to create awareness between airspace users and Air Navigation Service Providers (ANSPs) for the requirements of the relevant European Community Regulations on the Performance and Charging of Air Navigation Services (ANS). More specifically, the following issues were discussed: - Single European Sky (SES) background and the current regulatory environment - Main features of the relevant Community regulations - Airspace Users expectations on ANS performance - Data to be provided to the NSA for the elaboration of the National Performance Plan (NPP) 58

59 3. LIST OF PARTICIPANTS NAME ORGANIZATION TELEPHONE Laurie O toole IATA otoolel@iata.org Torkan Saremy IATA saremyt@iata.org Alex Mourides HERMES alex.mourides@hermesairports.com Chrysostomos Kallis AOC Chrys.kallis@2-serve.com Elena Papoui-Newton AOC lcaap@aegeanair.com Nabil Abujawdeh AUC V. Ch. BARIC nicszme@mea.aero bjaoude@gmail.com Polina Mastromichali PAPD-MOF pmastromichali@papd.mof.gov.cy Miranda Charalambous MOF micharalambous@mof.gov.cy Andreas Hadjixenis Hermes andreas.hadjixenis@hermesairports.com Stefanos Toumbas Hermes stefanos.toumbas@hermesairports. com Keti Savvidou CY MET Services ksavvidou@ms.moa.gov.cy Christos Agapiou CYP AWYS - BARIC - AUC cagapiou@cyprusair.com Afroditi Koufterou Min. of Comms + Works akoufterou@papd.mof.gov.cy Doros Theodorou DCA dtheodorou@dca.mcw.gov.cy Nicos Nicolaou DCA nnicolaou@dca.mcw.gov.cy Haris Antoniades DCA cantoniades@dca.mcw.gov.cy Panayiota G. Demetriou NSA pdemetriou@dca.mcw.gov.cy Christina Stavrou DCA cstavrou@treasury.gov.cy Petros Stratis NSA pstratis@dca.gov.cy Titos Christofidis NSA nchristofides@dca.mcw.gov.cy Marinos Parellis DCA mparellis@treasury.gov.cy Abbreviations (NSA staff): PGD Panayiota Demetriou TC Titos Christofidis PS Petros Stratis CS - Christina Stavrou 59

60 4. MEETING PROCEEDEINGS Cyprus National Performance Plan (RP1) 4.1 General The Director of Civil Aviation of Cyprus, Dr. Leonidas Leonidou, opened the meeting welcoming all and gave a short keynote speech on the importance of the performance regulation for the ANSPs, airspace users and the Community in general, as well as the need for co-operation between all parties for the elaboration of the Plan. PGD took the floor welcoming all as well, and expressing her appreciation for their attendance. She proceeded with a round table introduction of the participants. The participants were Airline Representatives Bodies (i.e. IATA, BARIC, AUC and AOC), the Airport Operator s representatives, the Air Navigations Service Providers (i.e. DCAC-ANS and the Meteorological Department). Also present at the meeting, were representatives from the Ministry of Communications and Works, the Ministry of Finance and the Personnel Department. IACA informed the NSA that they were unable to participate. She continued with an explanation with regards to the objectives of the meeting, which were, I. The presentation of the Regulation (EU) 691/2010, II. The presentation of the Regulation (EU) 1191/2010, the amended Regulation of the Common Charging Scheme Regulation 1794/2006 and the link with the (EU) 691/2010, III. The presentation of the data to be provided by the stakeholders, and IV. To provide the opportunity for the initial discussion and exchange of ideas between the NSA, ANSPs and airspace users on the setting the national performance targets and the ways of achieving them. The participants were provided with the following material: Paper-copies of the three presentations (Performance Scheme Regulation, Charging Regulation, Data required from the stakeholders). Paper-copies of the relevant EU Regulations ((EU) 1191/2010, (EU) 691/2010, (EC) 1794/2006) 60

61 4.2 Presentations and discussions Presentation on the SES II background and the current regulatory environment PGD gave a presentation on the subject above, introducing also the main features of the SES II Performance Regulation. Mr. Kallis from AOC questioned about the FABs and how these correspond to the SES Regulation, since currently there are 9 FAB initiatives whereas the Regulation s vision is to achieve the Single European Sky. PS replied that the current situation includes 9 FABs, which is an important step forward compared to the current situation of having 27 different countries. A short presentation on the BLUE MED FAB project was given later, at the end of the day Presentation on the Key Performance Areas Safety, Environment, Capacity PS gave a presentation on the subject above. Mr. Nicolaou (DCAC ANSP) asked about the role of the MET service within the framework of the Regulation and whether the Regulation will affect MET s provision of services. PS clarified that MET is also expected to contribute to the largest possible extent towards the cost efficiency target by reducing the costs of its services in so far as practicable. With regards to the possibility of applying Incentive Schemes (an issue currently under consideration by the NSA), PS requested the stakeholders for their initial reaction to the idea and asked whether the airlines representatives already have an experience of such a scheme anywhere in Europe. Mr. O Toole (IATA) took the opportunity to express an opinion on the said question, but first he expressed his appreciation for holding the meeting in the English language and commented that the Cyprus NSA is the first in Europe to organize a meeting of this kind with such a wide participation from stakeholders that also included international organizations. As a reply to the question, he mentioned that, as far as he knows, Incentive Schemes are not applied anywhere in Europe, except in the UK, and that they are not of real benefit to the airlines. He expressed the opinion that Incentive Schemes should be better applied to ANSPs and that an enforcement on Airlines might result in discrimination, as not all airlines will have the flexibility to use such a scheme. More specifically, he stated that trying to differentiate the usage of the FIR between peak and/or offpeak hours is not feasible because it is very difficult to change the schedules of airlines and airports. He 61

62 commented that the slot coordination mechanisms would be a more appropriate tool for addressing capacity shortages at airports. Mr. Alex Mouridis (HERMES Airports) commented that such ideas could be considered and that he would come back with feedback, after consulting internally. PGD commented that introducing Incentive Schemes might be difficult for Airlines, but the need to improve airspace capacity and reduce delays might require certain actions and/or compromises from all the stakeholders. In reply to this, Mr. O Toole pointed out that the Nicosia FIR has certain characteristics (size, complexity etc.) that allows the ANSP to provide its services at low cost, hence its unit rate is currently the 6 th cheapest in Europe. He suggested that Cyprus could find ways to further reduce its costs for the provision of ANS and thereby increase demand by attracting more users (airlines), thus achieving economies of scale. Additionally, Cyprus should continue in its efforts to improve its route network system. At the request of PGD, Mr. O Toole offered to provide the NSA with information on the incentive schemes employed in the UK. PGD asked whether DCAC can count on IATA support in the improvement of the route network and Mr. O Toole gave a positive reply. On the issue of the pan-european cost efficiency target, Mr. O Toole stressed that the airspace users consider it quite soft, especially considering the inflation rate (which is approximately 2% all over Europe) and the increased traffic forecast of the coming years and pointed out that it should be easily achievable. On the opportunity of this discussion PS explained the interrelation (trade off) between various KPIs. Specifically in the case of Cyprus, there might be a need for increased costs to achieve the required improvements of the airspace capacity. Mr. Agapiou (Cyprus Airways/BARIC) pointed out that the trade off between these two targets should be made after due consideration and good planning from the DCAC so as to ensure achievement of the targets. He stated that the DCAC should find ways to make Nicosia FIR more attractive to users because the current situation is not encouraging. Specifically, the DCAC might have a relatively low Unite Rate but at the same time high delays which increases costs, with an effect of ranking Nicosia FIR as one of the high cost destinations. He therefore believes that ways should be found so as to mitigate the impact of delays, thus making Nicosia FIR more attractive to airlines and Cyprus in general as a tourist destination. Mr. O Toole seconded this analysis, expressing his concerns for the current Cyprus ANS performance while at the same time, in recent years, the Cyprus Unit Rate has been constantly increasing Presentation on Charging regulation CS gave a presentation on the subject above, emphasizing on the newly introduced sharing principle. 62

63 Mr. O Toole commented that NSA costs (exempted from the risk sharing mechanism) should be quite low and should not affect determined costs in a huge extent since the Cyprus NSA operates with very few personnel. PGD commented that this will soon change as more staff will be recruited by the NSA aiming towards the planned number of 13 persons estimated as necessary in order to adequately perform its duties. With regards to the issue of over- and under- recoveries, Mr. O Toole placed an enquiry regarding the foreseen over- and under- recoveries for years 2010 and CS replied that the accounts which show the previous year s recoveries are prepared in June of each year, but with the revised accounts of last November it is predicted that there will be a small amount of under-recoveries. She also stated that in the coming years if the actual traffic will range close to the forecasted figures, then the recoveries will be low. It was enquired on what basis or method will the DCAC forecast its traffic figure which will be used for the calculation of the Unit Rate CS replied that the DCAC does not have a section/department for making traffic predictions and hence the figures that are currently used are the ones provided by STATFOR, a department of EUROCONTROL. It is therefore expected that the figures provided by STATFOR will continue to be used Presentation on the data to be submitted by stakeholders TC gave a presentation on the subject above. It was explained that the NSA, in its efforts to produce the Performance Plan will need the data presented in Annex IV of the Regulation 691/2010 and that all stakeholders should be ready, when asked, to submit it. The general response of the participants was that they already have this data and it can be made available. Mr. Hadjixenis from Hermes commented that all this data already exists in HERMES Airports records. TC replied that the available data will be initially used and if further information is needed, then the affected stakeholder will be contacted on time Closing discussions PGD concluded the meeting, emphasizing again on the need for all parties to contribute in a positive way to the elaboration of the plan. She informed all that the next stakeholders consultation meeting, where the draft Performance Plan, including the targets to be set by the NSA, is planned for the beginning of May, after the 63

64 Easter holidays. In the meantime, there will be a need to contact most, if not all, for the required data to be made available to the NSA. Mr. O Toole enquired whether the first draft of the Plan could be made available in mid-march. PGD stated that the NSA will do its best to prepare the plans as soon as possible, but it is not considered feasible to have the draft ready by mid-march. Mr. O Toole asked whether the NSA is planning to set its Performance Plan at a national or FAB level. NSA replied that at the moment the Performance Plan will be at a national level. Mr. O Toole commented that it would be a good idea to set targets on FAB level as well. PS explained that, anyway, according to the Single European Sky regulations FABs are required to provide aggregated performance targets. He also noted that, this is a complex issue in view of the large variations in size, infrastructure and cost bases of the various countries which participate within a FAB, (in the case of Cyprus, Blue Med FAB). 64

65 Appendix 1 DECISIONS - ACTIONS The following table summarises the decisions actions agreed during the meeting: Nr. DECISION ACTION WHO DEADLINE STATUS 01 Next meeting consultation foreseen for early May 2011 NSA to send relevant invitation by mid-april NSA 15 April 2011 PENDING 65

66 Υπουργείο Συγκοινωνιών και Έργων Τµήµα Πολιτικής Αεροπορίας Εθνική Εποπτική Αρχή Κατάρτιση Εθνικού Σχεδίου Επιδόσεων ιαβούλευση µε τους Πάροχους Υπηρεσιών Αεροναυτιλίας και Αντιπροσώπους του Προσωπικού Πρακτικά Συνάντησης Λευκωσία, Ver 1.0 (ΤΕΛΙΚΑ) 66

67 1. ΓΕΝΙΚΕΣ ΠΛΗΡΟΦΟΡΙΕΣ Είδος Συνάντησης: ΕΕΑ Συνάντηση ιαβούλευσης για την εκπόνηση του Εθνικού Σχεδίου Επιδόσεων σύµφωνα µε το Κανονισµό (ΕΚ) 691/2010 Ηµεροµηνία Συνάντησης: Τοποθεσία: Κεντρικά Γραφεία ΤΠΑ Λευκωσία ιανοµή των Πρακτικών: Σε όλους τους Παρευρισκοµένους 2. ΣΚΟΠΟΣ ΤΗΣ ΣΥΝΑΝΤΗΣΗΣ Ο σκοπός της Συνάντησης ήταν να ενηµερωθούν οι Πάροχοι Υπηρεσιών Αεροναυτιλίας και το προσωπικό τους, καθώς και άλλα σχετικά Τµήµατα του ηµοσίου για τις απαιτήσεις της Κοινοτικής νοµοθεσίας σχετικά µε τις επιδόσεις (performance) του Συστήµατος ιαχείρισης Εναέριας Κυκλοφορίας στα πλαίσια του Ενιαίου Ευρωπαϊκού Ουρανού (ΕΕΟ) και την υποχρέωση εκπόνησης από την ΕΕΑ «Εθνικού Σχεδίου Επιδόσεων» (ΕΣΕ). Πιο συγκεκριµένα, τα θέµατα που συζητήθηκαν ήταν: i. Το ιστορικό του Ενιαίου Ευρωπαϊκου Ουρανού ii. Οι κυριότερες πρόνοιες των σχετικών Κανονισµών iii. Ο ρόλος και η σηµασία του προσωπικού στο θέµα των επιδόσεων 67

68 3. ΛΙΣΤΑ ΠΑΡΕΥΡΙΣΚΟΜΕΝΩΝ ΟΝΟΜΑ ΟΡΓΑΝΙΣΜΟΣ ΤΗΛΕΦΩΝΟ Χριστίνα Σταύρου ΤΠΑ - ΕΕΑ cstavrou@treasury.gov.cy Πολίνα Μαστροµιχάλη Τ Π - Υπ.Οικ Pmastromichali@papd.mof.gov.cy Πατρίνα Ταραµίδου Τ Π Υπ. Οικ ptaramidou@papd.mof.gov.cy Μιράντα Χαραλάµπους Υπ. Οικονοµικών micharalambous@mof.gov.cy Γιάννης Θεοφίλου CYATCA yiannoscy@gmail.com Χριστοφόρου Κώστας CYATSEA cchristo@cytanet.com.cy Πέτρος Μιχαήλ ΠΑΣΥ Υ yashica@cytanet.com.cy Γιώργος Νεοφυτίδης ΠΑΣΕΕΚ neopgeo@gmail.com Γιώργος Γεωργίου ΠΑΣΕΕΚ giorgos.georgiou@cablenet.com.cy ηµήτρης Καλόγηρος CYATCA demkal@cytanet.com.cy Χάρης Αντωνιάδης DCAC cantoniades@dca.mcw.gov.cy Παναγιώτα Γεωργίου- ηµητρίoυ ΤΠΑ - ΕΕΑ pdemetriou@dca.mcw.gov.cy Πέτρος Στρατής ΤΠΑ - ΕΕΑ pstratis@dca.gov.cy Νεόφυτος Χριστοφίδης ΤΠΑ - ΕΕΑ nchristofides@dca.mcw.gov.cy Αφροδίτη Κουφτερού Υπουργείο Συγκοινωνιών και Έργων akoufterou@papd.mof.gov.cy Συντοµογραφία (οµιλητές ΕΕΑ): Π Παναγιώτα Γεωργίου ηµητρίου ΤΧ Τίτος Χριστοφίδης ΠΣ Πέτρος Στρατής ΧΣ Χριστίνα Σταύρου 68

69 5. ΠΑΡΟΥΣΙΑΣΕΙΣ ΚΑΙ ΣΥΖΗΤΗΣΗ Ο ΠΣ καλωσόρισε του παρευρισκοµένους εκφράζοντας την εκτίµηση του για την εκεί παρουσία τους. Απολογήθηκε εκ µέρους του ιευθυντή ΤΠΑ και της Προϊστάµενης της Εθνικής Εποπτικής Αρχής για την απουσία τους από την έναρξη λόγω απρόοπτου κωλύµατος και προχώρησε µε τις συστάσεις. Οι παρευρισκόµενοι προέρχονταν από τα Υπουργεία Συγκοινωνιών και Έργων (ΥΣΕ), Υπουργείο Οικονοµικών (ΥΟ), ιεύθυνση Τοµέα Αεροναυτιλίας του ΤΠΑ, Παγκύπριος Σύνδεσµος ηµοσίων Υπαλλήλων (ΠΑΣΥ Υ), Παγκύπριος Σύνδεσµος Ελεγκτών Εναέριας Κυκλοφορίας (ΠΑΣΕΕΚ), Σύνδεσµος Ελεγκτών Εναέριας Κυκλοφορίας (CYATCA) και ο Κυπριακός Σύνδεσµος Ηλεκτρονικών Εναέριας Κυκλοφορίας (CYATSEA). Σε όλους δόθηκε το πιο κάτω υλικό: Ο Κανονισµός (ΕΕ) 691/2010 και (ΕΕ) 1191/2010, για τις επιδόσεις και τις χρεώσεις αντίστοιχα, στον Ενιαίο Ευρωπαϊκό Ουρανό Παρουσίαση του Κανονισµού (ΕΕ) 691/2010 της Επιτροπής Παρουσίαση του Κανονισµού (ΕΕ) 1191/2010 της Επιτροπής Ο ΠΣ αναφέρθηκε στο σκοπό της συνάντησης, που ήταν η ενηµέρωση των Πάροχων Υπηρεσιών Αεροναυτιλίας και του προσωπικού τους, καθώς και άλλων σχετικών Τµηµάτων του ηµοσίου για τις απαιτήσεις της Κοινοτικής νοµοθεσίας σχετικά µε τις επιδόσεις (performance) του Συστήµατος ιαχείρισης Εναέριας Κυκλοφορίας, στα πλαίσια του ΕΕΟ. Τονίστηκε ιδιαίτερα ο ρόλος και η σηµασία της συνεισφοράς του προσωπικού στο θέµα αυτό. 5.1 Παρουσιάσεις: Ο ΠΣ παρουσίασε το ιστορικό του ΕΕΟ καθώς και τα νέα δεδοµένα που προκύπτουν από την σχετική Κοινοτική νοµοθεσία. Επεξήγησε τα Κύρια Πεδία Επιδόσεων (Ασφάλεια Πτήσεων, Περιβάλλον, Κόστη Υπηρεσιών και Χωρητικότητα) και για κάθε πεδίο αναλύθηκαν οι σχετικοί δείκτες, οι πανευρωπαϊκοί στόχοι που έχουν τεθεί, η υφιστάµενη κατάσταση για την Κύπρο καθώς και οι βελτιώσεις που αναµένονται. Ο πιο κάτω πίνακας συνοψίζει τη κατάσταση όπως παρουσιάστηκε: Key Performance CY status (2010) Pan-European Pan-European performance target to Area average (2010) which CY has to contribute (by 2014) Safety / Environment Not applicable for RP1 Capacity 3.9 mins per flt 1.2 mins 0.5 mins per flt Cost efficiency 35,22 Euros (2011) 59,97 Euros 53,92 Euros 69

70 Ο ΠΣ χαρακτήρισε το πρόβληµα των καθυστερήσεων ως «εθνικό πρόβληµα», µε σοβαρές επιπτώσεις για το Κράτος σε περίπτωση που αυτό δεν επιλυθεί. Η ΧΣ παρουσίασε τις αλλαγές στο µηχανισµό χρεώσεων για τη παροχή υπηρεσιών αεροναυτιλίας και ειδικότερα τη διαφορετική επιµέτρηση των κερδών/ζηµιάς σε περίπτωση που οι προβλέψεις στην εναέρια κυκλοφορία και τα κόστη των υπηρεσιών δεν επαληθεύονται. Σε γενικές γραµµές, οι πάροχοι υπηρεσιών αεροναυτιλίας θα επωµίζονται σε µεγάλο βαθµό τις όποιες ζηµιές θα προκύπτουν από λανθασµένες προβλέψεις τόσο του κόστους υπηρεσιών (determined costs), όσο και της κίνησης (traffic). Ενδιάµεσα των παρουσιάσεων, στη συνάντηση προστέθηκε και η παρουσία του ιευθυντή ΤΠΑ, ρ. Λεωνίδα Λεωνίδου καθώς και της Προϊστάµενης της Εθνικής Εποπτικής Αρχής, Κας. Παναγιώτας ηµητρίου. Σε σύντοµες προσφωνήσεις τους, τόνισαν τη σηµασία των νέων κανονισµών για την αεροναυτιλία και την ανάγκη συνεργασίας όλων των µερών στη δύσκολη προσπάθεια επίτευξης των στόχων επιδόσεων. 5.2 Συζήτηση: Κατά τη διάρκεια των Παρουσιάσεων εκφράστηκαν οι απόψεις και οι εκτιµήσεις των µερών για τους στόχους επιδόσεων καθώς και του λόγους για τους οποίους η Κυπριακή ηµοκρατία υστερεί σηµαντικά στο τοµέα της χωρητικότητας του εναερίου χώρου (capacity). Σε γενικές γραµµές, οι εκτιµήσεις των διαφόρων µερών ήταν διαφορετικές, αναγνωρίστηκε όµως από όλους η ανάγκη συνεργασίας για επίλυση του προβλήµατος. Σχετικά µε την πιθανή ανάγκη επιπλέον επενδύσεων για αντιµετώπιση των καθυστερήσεων η εκπρόσωπος του Υπουργείου Οικονοµικών (ΥΟ) παρατήρησε ότι το Υπουργείο της ενέκρινε διαχρονικά, χωρίς ιδιαίτερες περικοπές, τους προϋπολογισµούς του ΤΠΑ, φτάνει οι προτάσεις για επενδύσεις να ήταν πλήρως τεκµηριωµένες από το Τµήµα. Ωστόσο τόνισε ότι, το παρόν οικονοµικό κλίµα καθιστά τη περαιτέρω ενίσχυση του ΤΠΑ µε Ελεγκτές Εναέριας Κυκλοφορίας (ΕΕΚ) ιδιαίτερα δύσκολη. Για το λόγο αυτό επεσήµανε ότι θα πρέπει να εξαντληθούν όλα τα περιθώρια αύξησης παραγωγικότητας του υφιστάµενου προσωπικού. Ο κος. Γιάννης Θεοφίλου (CYATCA) σχολίασε ότι, σύµφωνα µε επίσηµα στοιχειά του EUROCONTROL, οι ΕΕΚ της Κύπρου κατατάσσονται ανάµεσα στους πιο παραγωγικούς της Ευρώπης. Παρόµοιες τοποθετήσεις εξέφρασαν και οι εκπρόσωποι της ΠΑΣΥ Υ και ΠΑΣΕΕΚ. Ο κος Χάρης Αντωνιάδης (προϊστάµενος Κέντρου Ελέγχου Περιοχής Λευκωσίας) υποστήριξε ότι τα στοιχεία του EUROCONTROL δεν δίνουν κατ ανάγκη την ορθή εικόνα για τη παραγωγικότητα των ΕΕΚ. Η κα. Αφροδίτη Κουφτερού (ΥΣΕ) ανέφερε ότι τόσο το ΤΠΑ όσο και οι συντεχνίες των Ελεγκτών και ο Σύνδεσµος Ελεγκτών θα πρέπει να υποβάλουν συγκεκριµένες εισηγήσεις προς το ΥΣΕ, το οποίο εκδήλωσε 70

71 ήδη την προθυµία του να προωθήσει άµεσα ενέργειες για επίλυση του προβλήµατος. Η κα Κουφτερού επεσήµανε ότι η Υπουργός έχει ήδη εκδηλώσει την προθυµία της να συνδράµει στην όλη προσπάθεια και γι αυτό θα πρέπει όλες οι πλευρές, µε πνεύµα καλής θέλησης, να προβούν σε υποχωρήσεις για επίτευξη του στόχου της µείωσης των καθυστερήσεων, στόχος που πρέπει να είναι κοινός για όλους. Οι εκπρόσωποι του προσωπικού παρατήρησαν ότι, σε πολλές περιπτώσεις στο παρελθόν είχαν υποβάλει εκθέσεις και µελέτες µε τις θέσεις τους και εισηγήσεις τους για επίλυση του θέµατος των καθυστερήσεων, αυτές όµως δεν υιοθετήθηκαν από τους αρµόδιους φορείς. Η κα Κουφτερού επανέλαβε την ετοιµότητα της Υπουργού να χειριστεί το όλο θέµα και κάλεσε όλους τους εµπλεκόµενους να εκµεταλλευθούν τις συγκυρίες που υπάρχουν για εξεύρεση αµοιβαία αποδεκτών ρυθµίσεων. Το Τµήµα ηµόσιας ιοίκησης και Προσωπικού του ΥΟ ανάφερε ότι οι οποιεσδήποτε λύσεις θα πρέπει να αποτελέσουν αντικείµενο συνεισφοράς από όλους τους εµπλεκόµενους φορείς και όχι µόνο από το ΥΟ, καθώς το ΥΟ έχει ενισχύσει αρκετά το Τµήµα Πολιτικής Αεροπορίας τα τελευταία 1-2 χρόνια, εγκρίνοντας τη δηµιουργία 58 πρόσθετων θέσεων το 2009 και, στο µεταξύ, εκκρεµεί ακόµα ένα αίτηµα για άλλες 14 θέσεις, το οποίο εξετάζεται. Πέραν των πιο πάνω, διιστάµενες απόψεις εκφράστηκαν για το ωράριο λειτουργίας και τον τρόπο στελέχωσης της βάρδιας στο Κέντρο Ελέγχου Περιοχής Λευκωσίας, καθώς και τη στελέχωση του Τοµέα Αεροναυτιλιακών Υπηρεσιών µε Ελεγκτές Εναέριας Κυκλοφορίας (ΕΕΚ). Καταληκτικά, η Π, δήλωσε και πάλι την επιτακτική ανάγκη επίλυσης του προβλήµατος των καθυστερήσεων και ότι ο στόχος της χωρητικότητας που θα τεθεί από την Κύπρο (ΕΕΑ) πρέπει να είναι εφικτός και υλοποιήσιµος σε πνεύµα συνεργασίας από όλους τους εµπλεκόµενους φορείς. Ενηµέρωσε τέλος ότι, η επόµενη συνάντηση διαβούλευσης προγραµµατίζεται για τις αρχές Μαΐου 2011 όπου σε αυτή αναµένεται να παρουσιαστεί το προσχέδιο του Εθνικού Σχεδίου Επιδόσεων (ΕΣΕ). Με το δεδοµένο αυτό, τόνισε ότι, το συντοµότερο δυνατό, και εν πάση περιπτώσει όχι αργότερα από τις 14 Μαρτίου 2011, το µέρος των Επιχειρηµατικών Σχεδίων και του Ετήσιου Σχεδίου του Φορέα Παροχής Υπηρεσιών Αεροναυτιλίας, όπου θα καθορίζονται τα πρακτικά µέτρα µείωσης των καθυστερήσεων, πρέπει να διατεθούν στην ΕΕΑ, ώστε να δοθεί επαρκής χρόνος στην Αρχή για την εκπόνηση του προσχεδίου του ΕΣΕ, το οποίο µετά να αποσταλεί στα εµπλεκόµενα µέρη για σκοπούς προετοιµασίας, τρεις τουλάχιστον βδοµάδες πριν την εν λόγω συνάντηση. 71

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