Network Manager nominated by the European Commission EUROCONTROL. Network Operations Report 2013

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1 Network Manager nominated by the European Commission EUROCONTROL Network Operations Report 2013

2 TABLE OF CONTENTS EXECUTIVE SUMMARY...1 INTRODUCTION & SCOPE...2 REFERENCES NETWORK OVERVIEW IN BRIEF TRAFFIC CAPACITY DELAYS All Air Transport Delays (Airline View) ATFM Delays FLIGHT EFFICIENCY EN-ROUTE PERFORMANCE ANALYSIS DISRUPTIONS & EVENTS CAPACITY EVOLUTION ACC Delay targets (thresholds) Delay contribution Positive points AIRPORTS HOT SPOTS GREEK ISLANDS SUMMER AIRPORT CDM IMPLEMENTATION ADVANCED ATC TOWER IMPLEMENTATION OTHER STUDIES AND PROJECTS FLIGHT EFFICIENCY AIRSPACE DESIGN AIRSPACE CHANGES VS. FLIGHT PLANNING CONDITIONAL ROUTES (CDR) FREE ROUTE OPERATIONS MOST PENALISED CITY PAIRS (50MPCP) ROUTE AVAILABILITY DOCUMENT (RAD) CONTINUOUS DESCENT OPERATIONS (CDO) NETWORK MANAGER CAPACITY (Delay reductions) ENVIRONMENT (Flight Efficiency) ATFM COMPLIANCE ATFM departure slots Adherence flight plan suspensions ATFM Exemptions Missing flight plans Multiple flights Airspace Users key points on network performance...33 NM Network Operations Report 2013 i

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4 EXECUTIVE SUMMARY In 2013, traffic declined by 0.8% compared to 2012 and the overall ATFM delays reduced to the lowest recorded delays since The European ATM network met its annual en-route delay target 1 of 0.6 minutes per flight with an average of 0.53 minutes per flight: Growth 4.0% 3.0% 2.0% 1.0% 0.0% -1.0% -2.0% -3.0% -4.0% -5.0% -6.0% -7.0% Traffic % -2.6% 0.9% -6.20% Growth -6.20% 0.9% 3.1% -2.6% -0.8% Daily Traffic % Daily flights Average delay per flight Delay per flight Total ATFM AIRPORT EN-ROUTE The sharp drop in traffic that occurred in 2012 (-2.6%) continued in the first quarter of 2013, during which the European traffic remained on average 5% below the corresponding 2012 levels. Traffic volumes from summer onwards were quite similar to 2012 levels. The positive growth trend observed during the August- October period was moderated by sizeable losses on touristic traffic flows from/to Egypt. The touristic flows lost in the South-East axis shifted to the South-West, helping particularly Spain to recover from previous traffic loss. However, the real traffic growth was observed in East and South-East Europe and triggered mainly by the growth in Turkey and traffic to/from Russia. Most ACCs performed in accordance with their 2013 capacity plans (NOP 2013 [3]). The improved performances at Langen, Barcelona, Athens, Oslo and Lisbon ACCs made a significant contribution to reduced delays while the chronic capacity problems in Nicosia ACC, high impact industrial actions in France and some critical technical failures in Warsaw and London ACCs had detrimental impact at network level. Several system upgrade and transition projects with varying degrees of capacity reduction generated additional delays. These were in Karlsruhe, Stockholm, Vienna, Paris, Reims, Brest, Nicosia, Warsaw and Maastricht ACCs, and in most cases were part of the agreed Transition Plan. Overall, the European ATM network capacity increased by 1.8% in 2013 (1.9% for the Summer season). The delay saving efforts of the NM Operations Center lowered the en-route delays by 0.08 minutes per flight. Adverse weather had less impact on airport operations in 2013 and therefore airport delays were significantly lower. Istanbul Ataturk and Frankfurt airports that were delay hot spots in 2012 improved dramatically in London Heathrow airport remained a delay hot spot in Helsinki, Düsseldorf, Heathrow and Zurich airports implemented A-CDM in 2013 which brought the total number of fully implemented A-CDM airports to 8, covering 15% of all departures in the Network Manager (NM) area. Additionally, 35 airports implemented Continuous Descent Operations (CDO), raising the number of airports with CDO implementation to 122. Route extension due to airspace design reduced from 2.96% in 2012 to 2.80%, meeting the annual target of 2.85%. Improvements in airspace design delivered an average potential daily saving of 9300 nautical miles. Route extension at the flight planning phase was reduced to 4.57%, which missed the annual target of 4.4%. This represents an estimated average daily loss of 5800 nautical miles. Most of the losses were due to the effects of industrial action or capacity reductions in various ACCs. This result indicates that further efforts are required with the airspace users to enhance flight planning. In summary, the sharp traffic drop that was observed in 2012 firstly stabilised and than started to recover in With 1.8% increased effective capacity and less social issues than in the previous years, the ATFM delays reduced significantly compared to The industrial actions in France and the continuous capacity delivery issues in Nicosia ACC were the main bottlenecks for the network. The Network Manager efforts to mitigate these bottlenecks led to direct delay reductions that counteracted some of the negative impact of the unplanned events and kept the yearly delay average below the annual network target. 1 Performance Review Body (PRB) recommended interim delay target for 2013 in accordance with RP1 requirements. NM Network Operations Report

5 INTRODUCTION & SCOPE The purpose of this document is to provide an overview of the European ATM network performance in 2013 in the areas of traffic evolution, capacity offered by the Air Navigation Service Providers and delays, and flight efficiency. Opinion of the airspace users on the network performance is also included. The report analyses the annual results in light of the main events that took place in the course of the year. Based on the obtained results, identified gaps, the expectations of the airspace users, and the performance and compliance targets set for the next period, the report provides a conclusion section with the prospects for the next year. The document is structured as follows: Section 1: the annual performance of the European ATM network: traffic, capacity, delays & flight efficiency. Section 2: analysis of network en-route performance: events & disruptions, capacity & ACC performance. Section 3: analysis of the performance of individual airports. Section 4: analysis of network flight efficiency. Section 5: Network Manager s contribution to achieved performance results. Section 6: Compliance to the ATFM Implementing Rule Section 7: the key messages of the AO community on 2013 performance (highlights of Annex I). Annex I : Airspace user's view on how the network performed in Annex II : Traffic and capacity evolution of each ACC in Annex III : Capacity, delay and arrival/departure punctuality status of the significant airports in REFERENCES [1] Traffic Forecast STATFOR October 2012, February 2013, September 2013 [2] PRB recommended en-route delay reference value for 2013 (RP1 Network Targets) [3] European Network Operations Plan (NOP) [4] NM Performance Plan (NMPP) Targets NMPP [5] NM Network Operations Report Annual 2012 NM Network Operations Report

6 1. NETWORK OVERVIEW IN BRIEF 2013 started with significant traffic loss in January (-4.4%). Adverse weather at major airports in London, Amsterdam and Frankfurt had significant operational impact. Several system upgrades in Karlsruhe, Stockholm, Paris, Brest and Reims ACCs and an industrial action in France had relatively small network impact. Helsinki airport became an A-CDM airport on 22 January. In February, adverse weather conditions caused increased delays at major airports. Additionally, Istanbul Ataturk airport had exceptionally high delays with southerly winds limiting the most optimum runway use. Several system and infrastructure upgrades continued in Vienna, Bratislava and Karlsruhe ACCs. A technical failure at Karlsruhe ACC had a medium network impact. February 2013 had 2.4% drop in traffic and 34% lower delays compared to February % 2.0% 1.0% 0.0% -1.0% -2.0% -3.0% -4.0% -5.0% -6.0% -7.0% -4.4% Monthly traffic variations 2013 (year-on-year) -2.4% -5.6% -0.1% -0.1% -0.8% -0.8% 0.8% 0.4% 0.4% -0.3% 1.8% JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC 150% 100% 50% 0% -50% -100% Monthly ATFM delay variations 2013 (year-on-year) 33% 18% -34% -33% -62% 34% -25% -23% -25% -37% -50% 131% JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC March saw the highest monthly traffic decline of -5.6%. A number of industrial actions - ATC in France and Cyprus and by Lufthansa and IBERIA airlines - contributed to this drop through flight cancellations. The impact of the financial crisis in Cyprus on Nicosia ACC, the new system implementation in Vienna ACC, several technical failures in conjunction with staff shortages in Langen ACC led to 18% more ATFM delays in March 2013 compared to March In April, traffic reached the corresponding 2012 levels for the first time in A high number of ATC and military events impacted the Maastricht, Canarias, Zurich, Vienna, Ankara, Brest and Paris ACCs. An industrial action in France had small delay impact while another industrial action by Lufthansa ground handling staff caused a noticeable number of flight cancellations. Düsseldorf airport became an A-CDM airport on 24 April. ATFM delays reduced by 62% compared to April In May traffic continued to stay close to 2012 levels. With increased summer traffic, capacity related delays in Nicosia and Barcelona ACCs became prominent. Weather continued to cause delays at London Heathrow and Zurich airports but overall, May 2013 had 33% lower ATFM delays year-on-year. June saw the first major ATC disruption of the year with a French industrial action on June, causing over 600,000 minutes of delay and 5,000 flight cancellations. Two other industrial actions in Greece and Portugal had no real network impact. Nicosia ACC suffered from a series of technical failures throughout the month. In June, traffic was still close to 2012 levels while the delays were up by 34%. After a previous suspension of A-CDM DPI messages exchange with the NMOC in 2012, London Heathrow was reconnected to the Network and finalised the A-CDM implementation on 27 June. July was a month with several technical failures and incidents: London ACC conflict alert system, Warsaw ACC Flight Data Processing and communication systems, Bordeaux ACC communication system and an aircraft incident at Heathrow airport. The FDPS problem in Warsaw ACC was triggered by increased traffic (number of flight plans above the system limit) and continued until the end of summer. Network Manager mitigated this problem until the traffic levels were down to a manageable level in October. NM Network Operations Report

7 In August, September and October, traffic grew between 0.4%0.8% while the ATFM delays were down by around 25% on last year. Nicosia ACC capacity delays and Warsaw ACC FDPS problem were the main network bottlenecks in this period. Zurich airport became a fully implemented A-CDM airport on 19 August. September saw a medium impact ATC industrial action in French ACCs while another French industrial action in October caused the second major network disruption in October also saw strikes in Italy and Tunisia with smaller impact. Nicosia ACC s new TOPSKY system transition and the related capacity reductions raised the Cyprus delays further in October. In November, traffic decreased by 0.3% compared to November 2012 but this was due to the extra Saturday in November 2013 compared to November 2012 (on a like for like basis, growth was 0.6%). ATFM delays were the lowest of the last 7 years with 50% reduction on last year same month. Warsaw ACC started the new PEGASUS 21 system implementation in November. Although December is generally a quiet month with lowered traffic levels and typical winter weather issues at the airports, December 2013 was unusual with several disruptions in varying scales: A major VCS failure at London ACC, a medium scale French ACC strike and continued system upgrades in Nicosia, Warsaw and Maastricht ACCs raised the ATFM delays in December by 131% on December Traffic continued to stay above 2012 levels by 1.8%. NM Network Operations Report

8 1.2. TRAFFIC (All figures below are based on the average daily traffic) Average daily traffic per year The traffic forecast for Europe in 2013 was an average daily growth of 0.3% on 2012 (7-yr forecast update, September 2012), which was revised in February down to -1.0%. The actual result was a reduction of 0.8% JAN FEB MAR Average daily traffic per month APR MAY JUN 2009 (Lowest) 2008 (Highest) and 2009 had the highest and lowest traffic levels respectively in recent years. In 2013, the first three months of the year saw the lowest traffic levels since During summer, traffic reached and occasionally exceeded the 2012 levels and remained midway between 2008 and 2009 levels. JUL AUG SEP OCT NOV DEC Turkey had the highest traffic growth in 2013 adding more than 200 flights per day to the network. Norway, Morocco and UK were the other states with some growth. From outside the NM area, Russia added on average 125 flights per day to the network during Summer. The fastest growing Russian traffic flows were to/from Greece, Italy, Spain and Turkey. The dynamic growth in Turkey and Russia has contributed to the growth of overflights in Eastern European states as well as some Western European states. However, this growth has not compensated for the reduced domestic and international traffic in the busiest states: Spain, Germany, Italy and France Main changes to traffic on the European network 2013 vs International (Arr&Dep) Domestic Overflights Network contribution Dom & Int. growth Changes (flight/day) % 5.9% 3.4% 10.3% 0.7% 2.4% 1.8% -2.1% -5.2% -10.4% -4.6% -2.0% -4.2% -2.6% -4.5% -24.8% -300 Turkey Russia Norway Morocco UK Denmark Sweden Switzerland Finland Estonia Egypt Austria France Italy Germany Spain * Data for non-nm states reflect only the traffic that is captured by NM. Other Types -4.4% Main aviation segments - Growth 60% 50% Main aviation segments - Market Shares All-Cargo -2.4% 40% Business A. Charter Trad. Sched. Lowcost -1.6% -1.4% -1.3% 1.6% -5.0% -4.0% -3.0% -2.0% -1.0% 0.0% 1.0% 2.0% 30% 20% 10% 0% Trad. Sched. Low-Cost Business A. Charter All Cargo Other % 25.7% 7.1% 5.4% 3.5% 2.5% % 25.1% 7.2% 5.4% 3.5% 2.5% Compared to 2012, Low-Cost was the only segment with sustained growth in 2013, which accelerated in November and December. The Traditional Scheduled and Business Aviation segments, shifted into slight growth during Summer but show overall decline of around 1.3% and 1.6% respectively. As in 2012, All-Cargo segment continued to decline (-2.4%) in Non-Scheduled (Charter) segment that was growing at the beginning of the year as a consequence of the recovery of traffic to North-Africa was later impacted with the political crisis in Egypt and showed an overall declined of 1.4% in The market share of Low-Cost segment continued to expand in 2013 (+0.6 percentage points) while the share of Traditional Scheduled segment reduced (-0.3 percentage points). The other segments were fairly stable in NM Network Operations Report

9 1.3. CAPACITY In 2012 the effective capacity indicator increased by 6% over the whole European ATM network (an increase of 9% for the Summer season), when compared to the corresponding periods of In 2012, the European network reached the highest capacity ever recorded. The capacity at European level is quantified using the "effective capacity 2 " indicator of the Performance Review Commission (PRC). 2 This indicator, described in PRR 5, Annex 6, takes into account both traffic and en-route delay evolution. NM Network Operations Report

10 1.4. DELAYS All Air Transport Delays (Airline View) This section presents the all air transport delay situation as seen from the airlines by using the data collected by Central Office for Delay Analysis (CODA) from the airlines. Data coverage is 66% of the commercial flights in the ECAC region for ATFM delays reported by airlines may be lower than the NM calculated ATFM delays due to difference in methods: ATFM delays of NM are the (flight) planned delays ; the airlines report the actual experienced ATFM delay on departure. For instance, a flight with an ATFM delay may also have a handling delay absorbed within the ATFM delay. For the airline, a part of this delay is the ATFM delay and the rest is the handling delay. 20 Average departure delay per flight Average departure delay/flight (min) ,8 10,6 10,2 9, Average reactionary delay per flight (CODA) Average delay per flight Other Primary delay All Causes (CODA) Average ATFM en-route delay per flight (CODA) Average ATFM en-route delay per flight (NM reported) Based on airline data, the average departure delay per flight from All Causes was 9.3 minutes per flight, a fall of 4% in comparison to 9.7 minutes in Within all air transport delays, en-route ATFM delays remained stable at from 0.4 minutes/flight with overall ATFM delays (enroute + airport) remaining at the same level to that observed in 2012 of 1.2 minutes per flight. 15 Average departure delay per flight 2013 Avg departure delay/flight (min) The average en-route ATFM delay reported by air carriers was 0.4 minutes per flight, which was slightly lower than the NM reported average en-route ATFM delay of 0.5 minutes per flight (the difference between airline and NM reported en-route delays comes from different delay attribution methods described above). Average reactionary delay per flight (CODA) Average delay per flight Other Primary delay All Causes (CODA) Average ATFM en-route delay per flight (CODA) Average ATFM en-route delay per flight (NM reported) Average departure delay/flight (min) Breakdow n average delay per flight Average En- Route Delay/Flight Average En- Route Delay/Flight NM reported En-Route ATFM delay Primary Delay (excl En-Route) 5.2 Average primary delay 9.3 Passenger experience Airline Reported En-Route ATFM Delay Reactionary delay The average delay per flight from all-causes decreased by 4% from 9.7 minutes to 9.3 minutes in This is the lowest level recorded over the last five years. Reactionary and En-Route ATFCM delays fell slightly during the year, by 0.1 and 0.2 minutes respectively. The share of the reactionary delays decreased to 44% while the share of en-route ATFM delays within all delay causes dropped from 5% in 2012 to 4% in The percentage of flights subject to long ATFM delays (those exceeding 15 & 30 minutes) decreased in 2013 when compared to 2012: flights with delays over 15 minutes decreased by 0.6 percentage points to 2.1% (split between 0.9% airport ATFM and 1.2% en-route ATFM restrictions) while flights with delay over 30 minutes decreased by 0.2 percentage points to 0.2% (split between 0.1% airport ATFM and 0.1% en-route ATFM restrictions). The percentage of the flights delayed over 15 minutes by all-causes fell by 0.2 percentage points to 15.8% and those exceeding 30 minutes fell by 0.3 points to 7.4%. NM Network Operations Report

11 ATFM Delays Average daily delay minutes -30.0% ' -18.3% % minutes -10.0% 24035' 16647' -17.0% 13818' 12783' -20.1% 10216' Average daily ATFM delays decreased by 18.3% on last year. Average daily en-route ATFM delays reduced by 17.0%, while average daily airport ATFM delays reduced by 20.1%. 0.0% 0 Total ATFM (En-route+Airport) En-route ATFM Airport ATFM Minutes Delay per flight EN-ROUTE AIRPORT ATFM DELAYS AVG TRAFFIC Daily Traffic ATFM delays per flight were the lowest of the last 5 years: The average ATFM delay per flight reduced from 1.1 minutes in 2012 to 0.92 minutes in En-route ATFM delay per flight was reduced from 0.63 minutes in 2012 to 0.53 minutes in Airport ATFM delay per flight was reduced from 0.48 minutes in 2012 to 0.39 minutes in Proportion of total ATFM delays 8% 7% 6% 5% 4% 3% 2% 1% 0% LONDON/HEATHROW NICOSIA ACC 1210 MARSEILLE ACC BARCELONA ACC * Figures indicate the average daily ATFM delay in minutes. WARSZAWA ACC ZURICH Top 20 delay locations 2013 (daily ATFM delay) BREST U/ACC AMSTERDAM/SCHIPHOL LANGEN ACC KARLSRUHE UAC REIMS U/ACC LONDON ACC BORDEAUX ALL ACC FRANKFURT MAIN PARIS ALL ACC GENEVE COINTRIN WIEN ACC AIRPORT ATC CAPACITY AIRPORT WEATHER AIRPORT INFRASTRUCTURE EN ROUTE WEATHER EN ROUTE EVENTS EN ROUTE DISRUPTIONS EN ROUTE ATC STAFFING EN ROUTE ATC CAPACITY The top 20 delay locations generated 67% of all ATFM delays in The top 5 locations, namely London Heathrow airport, Nicosia, Marseille, Barcelona, and Warsaw ACCs generated 27% of the total network delay. London Heathrow airport generated the highest ATFM delays due to adverse weather conditions. Nicosia ACC had continuous ATC capacity shortages as well as planned capacity reductions due to the new ATC system implementation (TOPSKY). Several ATC industrial actions in France increased delays in Marseille, Brest, Reims and Bordeaux ACCs. ATC capacity was the main delay reason for Barcelona ACC. Warsaw ACC had ATC capacity issues until July, but from end July onward, due to a technical problem of the FDPS system, the traffic using the Polish airspace was kept below a certain level, which helped the ACC to stay within its capacity. From November on, the installation of the new PEGASUS 21 system imposed further capacity reductions until the end of the year. Like in 2012, Zurich airport had environmental constraints in conjunction with adverse weather conditions. Amsterdam, Frankfurt, Paris CDG and Vienna airports had mainly weather issues. Langen ACC s significantly reduced delays in 2013 were mostly caused by Staffing and ATC Capacity issues. Karlsruhe UAC delays (mainly caused by en-route weather and ATC staffing) increased noticeably in 2013 with the transfer of the Munich ACC upper airspace to Karlsruhe UAC (VOLMUK). London ACC VCS failure was a major network disruption and raised the ACCs en-route delays significantly. Vienna ACC had delays mainly due to COOPANS system implementation. PARIS CH DE GAULLE MADRID ALL ACC WIEN SCHWECHAT NM Network Operations Report

12 En-Route ATFM Delays En-route ATFM delay proportions 2013 En-route ATFM delay minutes 2013 (average daily) EN-ROUTE ATC STAFFING 8.9% 17.7% 2012 EN-ROUTE ATC 2937 STAFFING EN-ROUTE WEATHER 14.5% 14.2% EN-ROUTE WEATHER EN-ROUTE EVENTS 3.0% 15.1% EN-ROUTE EVENTS EN-ROUTE DISRUPTIONS 14.0% 19.2% EN-ROUTE DISRUPTIONS EN-ROUTE ATC CAPACITY 42.5% 50.9% EN-ROUTE ATC CAPACITY % 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% En-route ATFM delays reduced by 17.0% on last year. The main part of this reduction occurred in en-route ATC capacity and staffing area, which reduced from 68.5% of all en-route delays in 2012 to 51.5% in En-route delays that were caused by several transition projects, system upgrades, industrial actions and technical failures, grouped under en-route disruptions and events, were higher in 2013 than in 2012, while the share of weather delays within all en-route ATFM delays remained unchanged. Proportion of total en-route delay 12% 10% 8% 6% 4% 2% 0% Top 20 en-route delay locations 2013 (daily en-route ATFM delay) EN ROUTE WEATHER EN ROUTE EVENTS EN ROUTE DISRUPTIONS EN ROUTE ATC STAFFING EN ROUTE ATC CAPACITY NICOSIA ACC MARSEILLE ACC BARCELONA ACC WARSZAWA ACC BREST ACC LANGEN ACC KARLSRUHE UAC REIMS U/ACC LONDON ACC BORDEAUX ACC PARIS ALL ACC WIEN ACC MADRID ACC LISBON ACC MAASTRICHT UAC CANARIAS ACC ZURICH ACC ANKARA ACC GENEVA ACC AMSTERDAM ACC * Figures indicate the average daily en-route ATFM delay in minutes. Top 20 delay locations generated 91.3% of all en-route delay in The top five locations Nicosia, Marseille, Barcelona, Warsaw and Brest ACCs generated 40.7% of all delay. Top 20 en-route locations for delay per flight 2013 Proportion of total en-route delay EN ROUTE WEATHER EN ROUTE EVENTS EN ROUTE DISRUPTIONS EN ROUTE ATC STAFFING EN ROUTE ATC CAPACITY 2012 situation NICOSIA ACC WARSZAWA ACC BARCELONA ACC MARSEILLE ACC CANARIAS ACC BREST U/ACC REIMS U/ACC BORDEAUX ACC LISBON ACC WIEN ACC LANGEN ACC MADRID ALL ACC KARLSRUHE UAC PARIS ACC ZURICH ACC LONDON ACC ANKARA ACC PALMA ACC AMSTERDAM ACC GENEVA ACC * Figures indicate the average en-route delay per flight. Although Nicosia ACC had the highest en-route delay per flight in 2013 by exceeding its 2012 average significantly, most ACCs performed better in 2013 than in 2012: Barcelona, Marseille, Lisbon, Langen, Paris, Zurich, Ankara, Palma and Amsterdam ACCs. Canarias, Brest, Vienna, Karlsruhe, London ACCs had increased en-route/flight delay results in 2013 compared to NM Network Operations Report

13 Airport/TMA ATFM Delays Airport ATFM delay proportions 2013 Airport ATFM delay minutes 2013 (average daily) AIRPORT ATC CAPACITY 14.4% 20.0% last year AIRPORT ATC CAPACITY last year AIRPORT INFRASTRUCTURE 26.5% 26.9% AIRPORT INFRASTRUCTURE AIRPORT WEATHER 53.1% 59.1% AIRPORT WEATHER % 10% 20% 30% 40% 50% 60% 70% 80% Airport ATFM delays reduced by 20.1% on last year. This improvement occurred in all areas but more specifically in Airport ATC capacity delays. Weather was still the main delay cause at the airports. Proportion of total ATFM delays 7.0% 6.0% 5.0% 4.0% 3.0% 2.0% 1.0% 0.0% Top 20 Airports for delay 2013 (average daily) 358 AIRPORT ATC CAPACITY AIRPORT WEATHER AIRPORT INFRASTRUCTURE LONDON/HEATHROW ZURICH AMSTERDAM/SCHIPHOL FRANKFURT MAIN GENEVE COINTRIN PARIS CH DE GAULLE WIEN SCHWECHAT OSLO/GARDERMOEN ISTANBUL-ATATURK PARIS ORLY BRUSSELS NATIONAL MUENCHEN PALMA DE MALLORCA LONDON/GATWICK ROME FIUMICINO DUESSELDORF LONDON/CITY TEGEL-BERLIN NICE KHANIA SOUDA London Heathrow was the highest delay generating airport of the network due to adverse weather impact. Avg Airport delay per movement Top 20 Airports for delay per flight Situation AIRPORT ATC CAPACITY AIRPORT WEATHER AIRPORT INFRASTRUCTURE MIKONOS KHANIA SOUDA CHAMBERY CANNES MANDELIEU ZURICH LONDON/HEATHROW GENEVE COINTRIN IRAKLION/NIKOS KAZANTZAKIS LONDON/CITY AMSTERDAM/SCHIPHOL WIEN SCHWECHAT OSLO/GARDERMOEN PALMA DE MALLORCA DIAGORAS FRANKFURT MAIN PARIS ORLY BRUSSELS NATIONAL KOS PARIS CH DE GAULLE PISA SAN GIUSTO The majority of the airports were below 2012 delay levels while several holiday destination airports had increased delays in The most significant improvements in 2013 were observed at Istanbul Ataturk, Cannes Mandelieu, Frankfurt, Munich, Lisbon and Madrid Barajas airports. Although the improvements that were achieved in 2012 at Greek holiday destination airports could not be replicated in 2013, compared to 2011, the delays were still significantly lower with similar traffic levels. For more information, see section 3.2-Greek islands summer NM Network Operations Report

14 1.5. FLIGHT EFFICIENCY 4.00% 3.50% 3.00% 2.50% 2.00% 1.50% 1.00% 0.50% 3.53% 3.54% RTE-DES 3.45% 3.22% 3.04% 2.96% 2.80% The average route extension due to airspace design decreased from 2.96% in 2012 to 2.80% in 2013, meeting the annual target of 2.85%. It reached a historically low level in December 2013 and allowed a potential average saving of nearly 9300 nautical miles per day. 0.00% % 5.00% 4.90% 4.80% 4.70% 4.60% 4.50% 4.40% 4.30% RTE-FPL 5.03% 4.91% 4.90% 4.91% 4.73% 4.64% 4.57% The average route extension based on the latest filed flight plan reduced from 4.64% in 2012 to 4.57% in 2013, missing the annual target of 4.4% by 0.17%, equivalent to an extra 2.11 million nautical mile (flight planned) per year. The lowest level ever was reached in December with 4.43%. The 2013 route extension performance target was missed mainly due to the capacity shortfalls during the ATC strikes or reduced capacities in some centres. NM Network Operations Report

15 2. EN-ROUTE PERFORMANCE ANALYSIS 2.1. DISRUPTIONS & EVENTS Although the network had less en-route ATFM delays in 2013 (than the previous years), there were a high number of planned and unplanned events that caused disruptions to the network throughout the year. Consequently, the share of event (planned) and disruption (unplanned) type of en-route ATFM delays exceeded the corresponding levels in A summary of the planned (system upgrades and transition projects) and unplanned (technical failures and industrial action) are listed below: Several industrial actions, most noticeably in France, which in total exceeded the industrial action delays in 2012 (see also Table 1 - Strikes and disruptions). Warsaw ACC with a technical problem that necessitated the reduction of traffic in Polish airspace in August and September by around 150 flights per day. A major technical (VCS) failure in London ACC in December and a medium disruption in Nicosia ACC due to back-up system failure in June. A high number of system upgrade/transition projects that imposed capacity reductions in several ACCs: o Karlsruhe (VOLMUK) o Prague (re-sectorisation) o Stockholm & Vienna (COOPANS) o Langen (PSS), o Paris & Reims (IRP) o Warsaw (PEGASUS21) o Brest (PSS) o Maastricht (VDFL) o Nicosia (TOPSKY) Overall contribution of the disruptions caused by industrial actions and technical failures to the annual enroute delay average of the network was 0.1 minutes per flight in The contribution of the industrial actions alone was 0.07 minutes per flight. Delays generated by the planned transition projects were within the foreseen levels. Date Event Traffic Impact Delay Impact (total ATFM) Jan Marseille AP & TMA strike none 4,498 minutes, 9% of the network delay on 4 days Jan January Snow 6,000 flights 27,7151 minutes, 76% of the network delay on 14 days. 30Jan-01Feb French ATC Strike none 13,339 minutes, 21% of the network delay on 2 days. 05 Mar French ATC Strike none 3,227 minutes, 20% of the network delay. 09 Apr French ATC Strike none 2,881 minutes, 23% of the network delay. 22 Apr Lufthansa Strike 1,630 fewer flights, 6% daily traffic none June French ATC Strike 5,500 fewer flights, 9% of the NW traffic 625,572 minutes, 96% of the network delay June European Strike none none 10 Sep French ATC Strike 450 fewer flights, 5 % of the NW traffic 53,000 minutes, 65.8% of the network delay. 10 Oct French ATC Strike -1.4% daily traffic 119,786 direct & 19,387 indirect; 89% of the network delay. 15 Oct French ATC Strike none 2,516 minutes, 15% of the network delay. 18 Oct Italian ATC Strike 200 cancelled AZA flights 5560 minutes, 10% of the network delay. 7 Dec London ACC VCS Failure 300+ cancelled flights 129,482 minutes, 93% of the network delay. Table 1 - Strikes and disruptions NM Network Operations Report

16 2.2. CAPACITY EVOLUTION The capacity at European level is quantified using the "effective capacity 2 " indicator of the Performance Review Commission (PRC) that takes into account traffic and delay evolution. Between 1999 and 2013, traffic has increased by 19%, the effective capacity of the network has increased by 61% and the average enroute ATFM delay per flight has decreased by 86%. In 2013 the effective capacity indicator increased by 1.8% over the whole European ATM network when compared to the corresponding periods of In 2013 the European ATM system capacity reached the highest capacity ever recorded. Actual delay for Summer 2013 was 0.69 minutes per flight enroute, a big improvement over 2012, primarily due to improved NM and ANSP capacity planning and proactive Network Management. The "effective capacity indicator takes into account all significant events: system failures, weather problems, industrial action, implementation of new ATM systems etc. The chart below shows the monthly evolution of the effective capacity of the European ATM system since 2006 (when traffic had similar levels to 2013)). This indicator was at its highest level ever in September There was a considerable improvement at Network level over 2012 and even though delays remained high at some ACCs, the performance of a significant number was better than had been foreseen in the ACC capacity plan and delay forecast: these include the ACCs of Zagreb, Langen, Athens, Makedonia, Oslo, Lisbon. However, the performance of other ACCs did not match the capacity plan, notably Nicosia ACC. The French ACCs and London ACC were mainly impacted by disruptions. NM Network Operations Report

17 2.3. ACC Table 2 ACC Performance Results Required en-route delay/flt performance to achieve annual network delay target in 2013 (0.6 min/flt). 2 Forecast delay based on 2013 NOP capacity planning excluding disruptions. 3 Base traffic forecast used for NOP capacity planning in % variation compared to Morocco is not included in the NOP capacity planning process. 5 Istanbul ACC was planned to be merged with Ankara ACC in This plan is postponed to NM Network Operations Report

18 Delay targets (thresholds) The NOP capacity planning process for 2013 [3] set two reference values (delay thresholds) for each ACC: a) the breakdown of the annual network delay target for the individual ACC, which would ensure that the network would achieve its en-route delay target ( Breakdown ), b) the anticipated en-route delay per flight average based on the ACCs local capacity plan and traffic forecast ( Forecast ). An overview of the ACC performances in 2013 is given above in Table 2 ACC Performance Results In this table, the Breakdown 1 or Forecast 2 values that were exceeded by the actual ACC delay are highlighted in amber, while those ACCs where the actual delay exceeded both of these reference values are highlighted in red (column 6, En-Route Delay, Actual). The ACCs that exceeded both of their delay thresholds are: NICOSIA, BORDEAUX, BREST, REIMS and STOCKHOLM ACCs: 2.16 ACCs exceeding 2013 Breakdown and Forecasts Minutes EN ROUTE ATC CAPACITY EN ROUTE ATC STAFFING EN ROUTE WEATHER Target EN ROUTE DISRUPTIONS EN ROUTE EVENTS Forecast NICOSIA ACC MARSEILLE ACC BREST ACC REIMS ACC BORDEAUX ACC STOCKHOLM ACC Nicosia ACC had capacity delivery problems for most part of the year in conjunction with further disruptions imposed by the new system (TOPSKY) implementation in the last quarter. The capacity plan for Nicosia ACC was an increase of 18% on 2012 but in reality the capacity dropped by 4%. The actual traffic growth in Cyprus was below the forecast. For the French ACCs: Marseille and Bordeaux exceeded their delay thresholds due to several industrial actions. Although the industrial actions were significant also for Brest and Reims, these ACCs would still exceed their delay thresholds due to ATC Capacity (in Brest), weather and other events (in Reims). Stockholm ACC exceeded its annual target by a small 0.05 minutes/flight which had negligible impact at network level. The new system (COOPANS) implementation at the beginning of the year and adverse weather conditions in the summer months were the delay causes at Stockholm ACC. NOP capacity planning processes for 2013 [3] also identified nine critical ACCs, namely Nicosia, Marseille, Langen, Athens, Makedonia, Oslo, Warsaw, Lisbon and Barcelona ACCs, which could potentially generate higher delays than their agreed local capacity requirements. Out of this list, Nicosia and Marseille ACCs exceeded both of their delay thresholds while Langen, Warsaw, Lisbon and Barcelona ACCs were below the Forecast but above the Breakdown values. The rest of the ACCs (Oslo, Athens and Makedonia ACCs) performed in line with their local capacity requirements (see Top 20 en-route delay locations for delay per flight 2013 graph in Section on Page 8). NM Network Operations Report

19 2.3.2 Delay contribution An ACCs contribution to the average network en-route delay per flight depends on the volume of traffic that the ACC handles. Consequently, not all ACCs that exceed their delay thresholds represent similar level of criticality at network level. The graph below shows the top 20 contributors to 0.53 minutes of network enroute delay/flight average in Overall, 0.48 minute (91%) of the 0.53 minute was generated by these 20 contributors: contibution in delay min/flt 0.07 min 0.06 min 0.05 min 0.04 min 0.03 min 0.02 min 0.01 min 0.00 min 7.1% NICOSIA ACC 12.0% 9.2% 8.7% 7.8% 6.8% ACC contibution to average network en-route delay/flight in 2013 (0.53 min/flt) 6.8% 5.8% 13.1% 6.3% 5.7% 5.7% 5.3% 5.1% 4.9% 5.3% 3.4% 4.0% 3.0% 2.3% 2.4% 3.7% 3.7% 2.5% 2.3% 2.3% 1.1% 1.1% 2.8% 2.1% 2.0% 2.7% 1.7% 2.1% 2.1% 0.05' 0.04' 0.04' 0.03' 0.03' 0.03' 0.03' 0.03' 2.0% 0.03' 0.02' 0.02' 0.02' 0.01' 0.01' 0.01' 0.01' 0.01' 0.01' 0.01' MARSEILLE ACC BARCELONA ACC WARSZAWA ACC BREST ACC LANGEN ACC KARLSRUHE UAC REIMS ACC LONDON ACC BORDEAUX ACC EN ROUTE ATC CAPACITY EN ROUTE DISRUPTIONS PARIS ACC WIEN ACC MADRID ACC 4.7% LISBON ACC CANARIAS ACC MAASTRICHT UAC EN ROUTE ATC STAFFING EN ROUTE EVENTS EN ROUTE WEATHER contribution 2013 contribution 2012 ZURICH ACC ANKARA ACC AMSTERDAM ACC GENEVA ACC contribution as % Nicosia ACC had the highest contribution to the network en-route delay per flight average in 2013 with 12.0% (0.063 minutes of the 0.53 minutes network average), followed by Marseille ACC with 8.7%, 0.05 minutes. The other French ACCs, Brest, Reims, Bordeaux and Paris that fail the annual delay thresholds were also among the top contributors in 2013 (see section for details). Barcelona ACC, the third highest contributor and one of the 9 critical ACCs, performed within the expected levels: summer delays improved significantly following work in the TMA, as well as close cooperation with FMP improved configuration management. Barcelona ACC s contribution to network delay has reduced since Warsaw ACC was one of the critical ACCs that performed better than expected in 2013 with delays reducing from 0.8 to 0.5 min per flight despite 2.3% traffic increase during the summer period. With the increased traffic in July, Warsaw ACC flight data processing system reached a technical limitation for the maximum number of flight plans that it can handle. To mitigate this problem, NM offloaded Warsaw airspace by rerouting traffic flows, both during the summer and towards the end of the year due to the implementation of the PEGASUS21 ATM system. Around 150 flights per day were moved and AOs were given the most efficient routing possible. Warsaw ACC s contribution to network delay increased slightly compared to Langen ACC was the top contributor of 2012 which improved significantly in 2013 with less staffing issues than the previous years particularly during the summer season. Coordination with NM was also good. Langen ACC s reduced delays is one of the most significant factors that reduced network delays in Karlsruhe UAC saw a significant increase in traffic (14.9%) and delays (53%) in 2013 following the transfer of the upper airspace from Munich ACC to Karlsruhe ACC at the end of Despite the foreseen delay increase, Karlsruhe UAC s annual delay average for 2013 is still in line with the thresholds. Statistically, Karlsruhe UAC s contribution to network delay has more than doubled but this is a consequence of the increased airspace, traffic and delays. London ACC had a technical disruption due to a VCS failure on 7 December 2013, which generated more than half of its annual en-route delay on a single day. Vienna ACC implemented the new COOPANS system in 2013, which imposed planned capacity reductions. Delays caused by these reductions were in line with the plans. Madrid ACC: Madrid ACC had improved configurations and proactive flow management/delay mitigation in With 4.5% reduced traffic, the en-route per flight delay average of the ACC remained the same. NM Network Operations Report

20 2.3.3 Positive points Zagreb ACC: Significant performance improvements due to new sectorisation and division flight level. Lisbon ACC: Significantly lower delays as social issues that increased delays in 2012 were resolved. Delays increased towards the end of the year as traffic increased to Canaries. Oslo ACC: Large improvement in delays as social issues from 2012 were resolved. Mandatory cherry picking: Although still in trial status the mandatory cherry picking has proved useful in reducing delay and is now in use in Maastricht, Reims and Warsaw ACCs. NM Network Operations Report

21 3. AIRPORTS Most of the airports had less traffic in 2013 compared to Among the top 10 major airports, Istanbul Ataturk recorded significant growth while London Heathrow and Amsterdam Schiphol remained close to 2012 levels. Madrid Barajas (-10,5%), Kiev Boryspil (-18,4%) and Athens Eleftherios Venizelos (-9.1%) airports had the biggest decrease while the drop in Kiev Boryspil airport is a consequence of the inflated traffic in 2012 due to the European Football Championship. The highest growth among the top 50 airports was in Turkey (Istanbul Sabiha Gokcen (19.3%), Ankara Esenboga (12.6%), Istanbul Ataturk (12.5%), Antalya (6.9%)) and in Sweden (Stockhom Arlanda, 5.0%): Table 3 TOP 50 airports for average daily departure traffic in 2013 and the yearly growth. NM Network Operations Report

22 3.1. HOT SPOTS Avg Airport delay per movement Top 20 Airport delay per flight locations during Situation MIKONOS KHANIA SOUDA CHAMBERY CANNES MANDELIEU ZURICH LONDON/HEATHROW GENEVE COINTRIN IRAKLION/NIKOS KAZANTZAKIS LONDON/CITY AMSTERDAM/SCHIPHOL WIEN SCHWECHAT OSLO/GARDERMOEN PALMA DE MALLORCA DIAGORAS FRANKFURT MAIN PARIS ORLY BRUSSELS NATIONAL KOS PARIS CH DE GAULLE PISA SAN GIUSTO AIRPORT ATC CAPACITY AIRPORT WEATHER AIRPORT INFRASTRUCTURE London Heathrow airport is similar to 2012 delay levels with almost entirely due to adverse weather. Zurich airport delay per flight average increased slightly compared to The environmental constraints remained the main delay cause. Amsterdam Schiphol airport delays per flight were slightly lower than in The delays were caused mainly by adverse weather conditions mostly during the winter season. Frankfurt airport delays have significantly improved compared to 2010, 2011 and Adverse weather remains the main issue at Frankfurt, but some industrial action has also caused delays in Geneva airport had higher average delay per flight in 2013 mostly due to adverse weather conditions and ATC capacity. The delays were also influenced by the high ski traffic during the winter season. Paris Charles de Gaulle airport s average delay per flight decreased compared to Vienna airport s delay per flight remaining almost the same in 2013 as in Oslo Gardermoen airport despite a small increase in traffic has recorded lower average delay per flight in Delays were mainly caused by weather and new SID and STAR procedures implementation around March Istanbul Ataturk airport had high traffic increase (12.5%) while reducing the delays significantly. This was due to improved procedures (optimizing the runway use under adverse conditions), increased staff and TMA restructuring along with more efficient SID/STAR schemas. Paris Orly airport remain on the same level as in Delays were mainly due to adverse weather conditions. Brussels airport remain on the same level as in Delays were mainly due to adverse weather conditions and some infrastructure work on the runway in August. Palma de Mallorca airport reduced delay per flight average in Palma faces capacity saturation during summer season on certain week days. Together with AENA and IACA, NM performed a delay cause analysis for the airport (see section 3.5 below). London City airport had a slightly increased average delay per flight in Adverse weather was the main delay cause. Chambery airport average delay per flight has increased significantly in NM is working with Chambery airport for possible improvements (see section 3.5 below). Cannes airport showed a significant improvement on 2012 but was one of the hotspots due to the high demand and delays caused during the annual special events such as the film festival. Pisa airport delays improved in Madrid Torrejon, that is no more in top 20 list in 2013, had significant less delays in 2013 with the transfer of the General/Business aviation traffic to Madrid Barajas airport. For Greek airports, see the following section. NM Network Operations Report

23 3.2. GREEK ISLANDS SUMMER 2013 Average delay per flight increased in Mikonos, Khania Souda, Iraklion, Nikos Kazantzakis and Rhodos Diagoras airports. Compared to summer 2012, Kos airport had lower delays on flight basis. Operations at Greek airports saw a traffic increase of approx 5% across 19 airports, but arrival delays increased by 44% (in minutes) when compared to These delays were mainly caused by an imbalance of airport capacity and the Airport Slot Coordination process. From July to September, a very labour intensive process was put in place by NM to analyse day by day operations, identifying peaks and over demand and then contacting AO's (at Day -1) to arrange a schedule modification. With good cooperation between NM and the Hellenic Civil Aviation Authority, the Hellenic Air Navigation Service Provider and Airline Operators, additional airport capacity was also negotiated at certain airports at certain times. Without all these factors taken into consideration the delay situation would have been much worse. During the summer season NM also provided a monitoring service to the Hellenic Slot Coordination Authority to allow easier identification of flight operating without an airport slot or significantly off slot AIRPORT CDM IMPLEMENTATION On 31 May 2012, London Heathrow became a fully implemented A-CDM airport but due to local issues, the exchange of DPIs with the network was suspended in July After an extensive period of investigation and mitigation of these local issues, Heathrow airport was reconnected to the network on 27 June During the course of 2013, a further three airports became fully implemented A-CDM airports. These airports are Helsinki on 22 January, Düsseldorf on 24 April and Zurich on 19 August. This brings the total number of fully implemented airports to eight covering 15% of departures in the NM area Throughout 2013 a number of airports took significant steps towards full A-CDM implementation. NM anticipates that Oslo, Rome Fiumicino, Madrid and Gatwick will be connected to the network in the first quarter of This will take the number of implemented airports into double figures. Some local issues prevented the implementation of A-CDM in Schönefeld in 2013, however, due to the delay in opening the new Berlin Brandenburg Airport, implementation in Schönefeld is still being seriously considered for Due to local issues Prague, Vienna and Amsterdam are now expected to implement in In 2012 the European Commission, through the TEN-T Agency, has made available funding (up to 20% of eligible costs) to assist airports in implementing A-CDM. Participation implies a commitment to implement A-CDM. Currently 11 airports are benefiting from it ADVANCED ATC TOWER IMPLEMENTATION Airports that have no plans to implement the A-CDM process but still wish to integrate with the ATM network may do so as an Advanced ATC TWR airport. Such an airport may provide a reduced set of DPI messages with a reduced set of advantages (compared to CDM airports). An Advanced ATC TWR airport provides Target Take-Off-Time (TTOT) estimations as well as Variable Taxi-Times (VTTs) and SIDs to the NMOC. These are provided from the moment that the aircraft leaves the blocks. In May 2012, in time for the UEFA EURO 2012 football championship, Kiev Boryspil became the first airport to connect to the Network as an Advanced ATC Tower airport. In March 2013 a further 5 airports in Germany; Bremen, Dresden Erfurt, Münster Osnabrück and Saarbrücken became Advanced ATC Tower airports. These six airports represent 1% of departures in the NM area. NM Network Operations Report

24 3.5. OTHER STUDIES AND PROJECTS Palma airport faces capacity saturation during summer season particularly on certain week days with high traffic. An analysis of the situation by NM pointed out the Taxi-out delays, which led to a taxi-out trial carried out jointly by NM and IACA and consequently addressed the issue. The pending need of airspace restructuring at the interface between Spain and France (Barcelona with Brest and Bordeaux ACCs), in particular the streamlining of traffic flows over the way points OKABI and GIROM, led to significant decrease of departure delays, leading to timely taxi-out and improved availability of parking stands. The NM has assisted to various fora related to the Chambery and Annecy airports. To improve delays in Chambery Airport, NM initiated a project with the airport authorities, which is expected to deliver benefit in 2014". An analysis of the Liège Airport capacity carried out by NM revealed that the current airport capacity could be improved by means of changes in the actual airspace structure and through the optimisation of the available ground infrastructure. The NM launched and activity called enhanced information exchange between airports and the NM on events that may negatively impact demand or capacity. This activity is not intending to replace the established communications channels between the NM and the FMPs but to enhance the quality of information, closing the loop between the three actors. It aims to provide a consolidated network view to airspace users and further enhance the cooperative decision making processes for all involved. The trial was launched in October 2013 with the start of the IATA scheduling Winter Season and will be performed until the end of this season in The trial is initially focussing on severe weather impact (mainly snow) and lessons learnt will be derived during and after the trial to further improve the process. The following airports are participating in the trial: Amsterdam Schiphol, Dusseldorf, Frankfurt, Geneva, London Heathrow, Munich, Paris CDG and Zurich. NM Network Operations Report

25 4. FLIGHT EFFICIENCY This chapter provides a summary of the progress made on the implementation of the actions agreed in the joint IATA/CANSO/EUROCONTROL Flight Efficiency Plan, drawn up in 2008, and responds to the requirements of the SES performance scheme. The Performance Scheme for air navigation services and network functions, adopted in the context of the Single European Sky II Regulations includes an operational requirement of the European ATM network for an improvement of 0.75 percentage points of the average horizontal en-route flight efficiency indicator in 2013, as compared to the situation in Flight efficiency indicators are monitored for pure airspace design and for flight planning. The evolution of those indicators since the end of 2007 is shown on the chart, showing a downward trend over the whole period and a 2013 average flight extension lower than in any previous year. While the airspace design target was met for 2013, the last filed flight plan target was missed by 0.17 percentage points. The evolution recorded on the route extension based on the last filed flight plan during the year 2013 was negatively impacted by industrial actions and social issues that led to reduced capacities and re-routings to avoid capacity constrained areas. Those events had a detrimental affect on the flight planning indicator and thus on the overall flight efficiency, which led to significant losses recorded during the AIRAC cycles of June, September and October This shows that it is necessary to provide sufficient capacity constantly to further improve the flight planning indicator and to reduce the gap with the airspace design indicator. NM Network Operations Report

26 4.1. AIRSPACE DESIGN As part of Flight Efficiency Plan, intensive work has been undertaken by States and ANSPs in close cooperation with the Network Manager to develop and implement enhanced airspace design solutions, with some 250 airspace improvement packages being developed and implemented in the 12 months preceding summer As a result, the route extension due to airspace design continued its downward trend throughout the year, reaching its lowest level ever in December 2013 at 2.63% RTE-DES 4.00% 3.50% 3.00% 2.50% 2.00% 1.50% 1.00% 3.53% 3.54% 3.45% 3.22% 3.04% 2.96% 2.80% Yearly evolution of airspace design The average route extension due to airspace design decreased from 2.96% in 2012 to 2.80% in 2013, an average potential daily saving of nearly 9300 nautical miles. 0.50% 0.00% Millions 8 7 Yearly NM Savings and Mileage Flow n Flight Planning 6.90 Billions Yearly savings due to airspace design Savings Mileage flown Over the reporting year, this represents a potential saving of 3.38 million nautical miles (NM), approximately 20 kilotons of fuel, reduced emissions of 67 kilotons, or 17 million Euros Savings (NM) Mileage flown (NM) NM Network Operations Report

27 4.2. AIRSPACE CHANGES VS. FLIGHT PLANNING The flight planning indicator measures how much longer is the flight-planned trajectory than the great circle. It reflects inefficiencies in the use of the airspace (due to RAD restrictions, CDR availability, inefficient flight-planning etc.), but also user preferences for cheaper rather than shorter routes. 5.10% 5.00% 4.90% 4.80% 4.70% 4.60% 4.50% 4.40% 4.91% 5.03% RTE-FPL 4.90% 4.91% 4.73% 4.64% 4.57% Yearly evolution of flight-planning indicator: The average route extension based on the latest filed flight plan reduced from 4.64% in 2012 to 4.57% in 2013, reaching the lowest level ever at 4.43% in December After an increase due to several industrial actions in June, and between September and October, the route extension based on the last filed flight plan reduced again in December. 4.30% The average flight-planned distance increased when compared to 2012, resulting in some 2.11 million nautical miles losses over the whole year. This means an average daily increase of nearly 5800 nautical miles. Over the year this represents losses of approximately 12.6 kilotons of fuel, increased emissions of 42 kilotons, or 10.5 million Euros losses. The following graph shows the corresponding yearly savings and the relationship with the mileage flown in nautical miles (NM) over the past five years: Millions 8 Savings Yearly NM Savings and Mileage Flow n Flight Planning Savings (NM) Mileage flown (NM) Billions 4.3 Yearly savings per mileage flown due to improved flight planning efficiency: The trend reflects the combined effect of exceptionally adverse weather (mainly in January-March), industrial actions (mainly in June, September and October) and technical problems on the network, which affected the network performance, despite the efforts made by the Network Manager during the year to facilitate efficient airline operator flight-planning through the first steps of the Flight Efficiency Initiative. This situation emphasises yet again that more efforts must be made to improve the efficiency of the airspace utilisation and to constantly provide sufficient capacity thus ensuring that the indicator based on the latest filed flight plan follows a similar trend to the airspace design indicator Mileage flown NM Network Operations Report

28 4.3. CONDITIONAL ROUTES (CDR) CDR availability is an important element when considering the ASM in the network operations context. The chart below shows little changes in absolute figures for the evolution of CDR development as elements of the network in 2013 compared to This is mainly due to changes in CDR categories with many CDR1/2 to permit night routes opened and to the continuous network improvement process (covered by European Route Network Improvement Plan (ERNIP)). Note that the evolution of CDR availability in 2013 is computed for the ECAC area, and is therefore not directly comparable to the graph published in 2012 NOR [5] where the totals were computed for the EUR region of ICAO that includes non-ecac members. 100 RoCA: Monthly values 2013 CDR1 CDR1/2 CDR2 CDR_all 75 percentage (%) A_1301 A_1302 A_1303 A_1304 A_1305 A_1306 A_1307 A_1308 A_1309 A_1310 A_1311 A_1312 Evolution of CDR availability in 2013 Rate of CDR availability (RoCA) in 2013 RoCA for all CDR categories is relatively constant over the entire year. A_1313 RAI (%) 2013 per AIRAC cycle RAU (%) 2013 per AIRAC cycle percentage (%) percentage (%) A_1301 A_1302 A_1303 A_1304 A_1305 A_1306 A_1307 A_1308 A_1309 A_1310 A_1311 A_1312 A_1313 A_1301 A_1302 A_1303 A_1304 A_1305 A_1306 A_1307 A_1308 A_1309 A_1310 A_1311 A_1312 A_1313 The Rate of Aircraft Interested (RAI) that planned the available CDR is relatively constant at a value of approx 75% for the entire year Oct CDR availability vs. usage Nov Sep CDR availability vs. usage in 2013 Jan 1500 Dec Feb Aug Jul Jun Mar May Apr CDR_available CDR_planned CDR_used The Rate of Aircraft actually Using (RAU) CDR is higher with a slight increase in the summer months July to September. This is the result of ATC intervention for various reasons (expedite traffic, weather, etc) The chart on the left shows the number of CDR available for flight planning (blue line), the number that were actually flight planned (green line) and the number that were actually flown (red line). The numbers indicating the CDR used and planned versus the CDR available show in 2013 an almost constant difference. The explanation is that the route structure is stable enough and familiar enough to aircraft operators and offer sufficient predictability for the CDR opportunities. This is also a consequence of the higher availability (RoCA) of the CDR. The graph shows the need to further enhance the utilisation of available CDRs. NM Network Operations Report

29 PFE: 2013 Monthly savings per flight (NM) Jan 25 Dec Feb 20 PFE_planned_NM PFE_actual_NM/fl t PFE: 2013 Monthly savings per flight (minutes) Jan PFE_planned_min/f 3 lt Dec Feb PFE_actual_min/flt Nov Mar Nov 2 1 Mar Oct 0 Apr Oct 0 Apr Sep May Sep May Aug Jun Aug Jun Jul savings due to CDR in mileage Jul savings due to CDR in time The savings per flight in distance and in time due to CDR are strongly dependent on the network opportunities offered by the CDR but in reality the actual traffic is not always able to follow the planned trajectory that would maximize the efficiency due to various causes outside the flight planning process. Potential Flight Economy (PFE) can be realised when using the available CDRs for planning. This is influenced mainly by the CDR availability rate (RoCA) and the awareness/ability/willingness of the Aircraft Operators to consider the available CDRs in their FPL solutions. The indicator shows how far the real planned trajectories are from the optimum ones. Concerning the actual traffic, the PFE is calculated with the actual flown CDRs from those available. The values may differ from the planned ones for a number of reasons (ATC intervention for direct/rerouting, delayed departure miss the CDR uptake and forcing to alter the initial FPL, weather, etc). When making the comparison and the values are smaller it also can signify that less potential economy is obtained when the initial trajectories are closer to optimal. The diagrams below depict the aggregated values calculated for all CDR types (CDR1, CDR1/2, CDR2) averaged by month: PFE (NM) 2013 vs for planned traffic _FPL 2012_FPL PFE (NM) 2013 vs for actual traffic 2013_RDR 2012_RDR Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Comparing the Potential Flight Economy (PFE) year on year 2013 with 2012, one can see that the periods with maximum expected gains is in September 2013 for the planned traffic. The actual gain is relatively stable over the year but lower than tons fuel / CO2 per fligh PFE: 2013 Fuel economy and CO2 emissions PFE_FPL_tFuel/flt PFE_FPL_tCO2/flt PFE_actual_tFuel/flt PFE_actual_tCO2/flt Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec The environmental indicators of PFE translated in fuel savings and reduced CO2 emissions illustrated in the picture on the left have been calculated using the ICAO methodology for fuel burned and CO2 emissions. The curves indicate that there are differences between the expected economy from flight planning and the achieved results for the actual traffic. These differences have the same causes mentioned before mainly due to trajectory changes from the initial flight plan during the flight progress. NM Network Operations Report

30 4.4. FREE ROUTE OPERATIONS By the end of 2013, the Network Manager coordinated, through the European Route Network Improvement Plan (ERNIP), the development and/or implementation of 73 airspace improvement packages relating to various FRA projects. In 2013, the following ACCs have either fully or partially implemented Free Route Airspace operations: Night Free Route Airspace implementation Comprehensive DCT implementation (Night-, Weekend-, H24 DCTs) Full Free Route Airspace (Night) Sofia and Bucharest ACCs Within Maastricht UAC as part of FRAM Free Route Airspace Maastricht Within Karlsruhe UAC as part of FRAK Free Route Airspace Karlsruhe Between Maastricht UAC and Karlsruhe UAC as part of FRAMaK Free Route Airspace Maastricht and Karlsruhe (cross-border) Within Wien ACC Within Zagreb, Beograd ACC AoR (including Montenegro and Bosnia & Herzegovina) Within Skopje ACC Comprehensive DCT implementation (Night DCTs) Limited DCT implementation (Night DCTs) Within Milano, Roma, Brindisi and Praha ACCs Within Reims, Brest, Bordeaux, Marseille and Warsaw ACCs New Night Time Fuel Saving Routes within London, Prestwick, Part Milano, Roma and Brindisi ACCs The following map shows the European Free Route Airspace deployment status as of end 2013: NM Network Operations Report

31 MOST PENALISED CITY PAIRS (50MPCP) The improvement of the Flight Efficiency of the 50 MPCP is a key element in supporting NM's mission to enable the achievement of the network performance targets, in full partnership with FABs, NSAs, ANSPs, airspace Users, Industry and Airports, represented by RNDSG Members. The work on 50 MPCP provided tangible results in 2013, making a real difference in operational terms. The 50MPCP list continued to evolve, with 40 city pairs resolved or removed from the list in 2013as no longer needing a flight efficiency solution, and new city pairs added. The process to continuously improve the efficiency of the European route network consisted in promoting the strategic implementation of Free Route operations, analysing the route network and preparing new improvement proposals, revising related RAD restrictions. A FE Cell was set up to help AOs and Flight Planning Service Providers to optimize the utilisation of the opportunities offered by the route network and by the newly implemented routes/dcts in particular. The FABEC FRA DCTs initiative is expected to provide a very important contribution to the improvement of the Flight Efficiency of the 50MPCP. In this context, hundreds of new DCTs were considered during 2013 and a significant number of them were tested by means of a dedicated simulation session held at EUROCONTROL-Bretigny in December About 75 DCTs were identified as potentially providing a significant FE improvement. The results of this activity could represent the final solution for a large number of the 90 MPCP contained in the three lists prepared in 2008, 2010 and The new DCTs tested in the context of the FABEC FRA DCTs initiative will open (if implemented) new perspectives, not only inside the FABEC airspace, but also in the airspace of the adjacent States. Weekend (WE) FREE REAL TRIALS were conducted in November and December 2013 with an important role in the improvement of the FE of the main traffic flows between UK/France and Italy. The WE FREE REAL TRIALS used some new DCTs specifically created for the occasion and 3 night routes (UQ217 HOC_RESIA, UQ219 OKEPI_MOKIP and UQ331 HOC_ODINA) implemented in the context of the 50MPCP and Night Network initiatives.. These three routes were the backbone of the WE FREE Network and their availability period was extended to H24 on Saturday and Sunday during the TRIALS. France implemented a new package of night DCTs from AIRAC Some of these new DCTs would offer more efficient route options to several CPs, in particular the CPs EGLL_LSZH, EGLL_LIML, EGLL_LIMC and EGKK_LIMC ROUTE AVAILABILITY DOCUMENT (RAD) The Route Availability Document (RAD) is a tool that addresses how the European network airspace may be used. According to the Commission Regulation (EU) No 255/2010 the scope of the RAD is to be a common reference document containing the policies, procedures and description for route and traffic orientation. The Network Manager Implementing Rule (Commission Regulation (EU) No 677/2011) makes a clear reference that the European Route Network Improvement Plan shall include route network and free route airspace utilisation rules and availability. This highlights a clear need for the airspace design and airspace utilisation aspects to be brought closer and be addressed as one single activity. In this context, the Network Manager has drafted new terms of reference for the RAD Management Group and established a multi-disciplinary RAD oversight team. These actions have facilitated a pragmatic refinement of the RAD during 2013, with full cooperation of Operational Stakeholders, aiming to overcome weaknesses in airspace design and ATM system functionality and to ensure application of the remaining restrictions only where and when required. The RAD evolution and developments in 2013 included the following aspects (not exhaustive): Continuation of harmonisation of terminology and definitions; Continuation of improvements in data structure and format, and change management; Continuation of improvements in RAD availability (publication) to users; Continuation of rationalisation of restrictions expression; Replacement of current Appendix 3 word format with excel ; NM Network Operations Report

32 Replacement of current Appendix 4 word format with excel and creation of different excel sheets containing separately the DCT segments, DCT limits and Compulsory Eastbound NTFSRs; Withdrawal of Annex NAT - North Atlantic European Route System (NERS); Introduction in State/ANSP Annexes of more restrictions based on ATC sectors; Justification and clarification on RAD data storage; Approval of Cross-border Restrictions Definition; Clarification of existence of mandatory requirements (use of word Shall); Use of Rerouting Scenarios via RAD DCT publication; Further integration with ERNIP. Further RAD improvement measures have been proposed for implementation in 2014 such as: Replacement of National/ANSP Annexes current word format with excel and withdrawal of RAD Part II; Publication of Airspace Restrictions (FUA restrictions); Implementation of Regional / FAB naming convention; Withdrawal of routing suggestions for main traffic flows from National/ANSP Annexes 4.7. CONTINUOUS DESCENT OPERATIONS (CDO) Environmental restrictions are now in place at most European airports. It is likely that the number of restrictions will continue to grow, resulting in a negative impact on the optimum network performance. One major mitigation measure is the Continuous Descent Operation (CDO) technique which offers an early opportunity to minimise the environmental impact of aircraft operations. The rapid deployment of CDO throughout Europe, even on a limited basis (by hours of operation and commencement height), will empower the network to respond to the environmental challenges. By the end of 2013, 35 additional airports published Continuous Descent Operations during some part of the day or night and mainly from intermediate levels at this stage. This makes a total of 122 airports which have now introduced full or restricted CDOs several airports have CDO's from 'top of descent' if traffic permits and a number of airports continue to look at extending times and levels for CDOs within their airspace reorganisation plans. Moreover, 4 airports have CDO trials on going and 29 airports are committed to introducing CDO. 5. NETWORK MANAGER In addition to the network targets defined for 2013 [2], there were also a set of internal NM performance objectives/targets, defined in NMPP ([4]), to measure NM s contribution to the ATM network performance as follows: In the Capacity area: 1. NM should reduce en-route ATFM delays by 10%, 2. Accepted rerouting proposals should be at least 3% of the daily en-route delay. NM Operations Centre (NMOC) looks for opportunities to reduce the delays by means of proposing alternative routes (RRPs) to the airlines, manually optimising the calculated take-off times (CTOT) or by excluding the flight from a regulation when possible (direct delay reduction). While the manual CTOT changes are performed in conjunction with the FMPs/AOs and therefore regarded as confirmed delay reductions, the re-route proposals can only deliver delay benefit if the proposals are actually accepted by the AO. These techniques that reduce delays at individual flight level deliver further delay reductions at network level with CASA optimisation algorithm (indirect snowball effect). While it is currently possible to measure the direct delay reductions initiated by NMOC, it is not possible to quantify the indirect delay reduction effect of the direct actions. Amount of delay reduced by NMOC pretactical planning process and the applied scenarios can not be quantified either. In the Flight Efficiency (FE) area, there were no specific objectives/targets, however, in order to support the official FE performance targets for 2013, NMOC initiated a flight efficiency campaign that run from May 2013 until the end of the year with tangible FE benefit. These indicators are explained below CAPACITY (Delay reductions) In 2013, NMOC actions saved 1,137,294 minutes of ATFM delay on 40,651 flights. 70% of all savings were on En-route and 30% on Airport delays. NM Network Operations Report

33 11,000,000 min. 8,000,000 min. 5,000,000 min. 2,000,000 min. 1.04' NMOC Delay Savings % 0.61' 13.7% 0.43' 0.92' 0.53' 0.39' Total ATFM En-route Airport NMOC Reduction 1,137,294 min. 799,545 min. 337,749 min. Actual Network Delay 8,772,688 min. 5,043,714 min. 3,728,974 min. NMOC Reduction % 11.5% 13.7% 8.3% Delay per flight w/o reduction 1.04' 0.61' 0.43' Reduction per flight 0.12' 0.08' 0.04' Actual Delay per flight 0.92' 0.53' 0.39' 1,137,294 minutes of reduction represents 13.7% of the en-route ATFM delays over the year (better than the target of 10%) and also represents a reduction of 0.08 minutes of En-route delay per flight. Without this reduction, network would have exceeded its annual delay target in 2013 (0.53 actual vs potential). Reduction of the Airport ATFM delays per flight was 0.04 minutes (8.3% of the total Airport ATFM delay). Overall delay reduction by accepted re-routing proposals was 2.5% of the annual en-route delay (132,000 ). The corresponding NMPP target was 3% ENVIRONMENT (Flight Efficiency) The Flight Efficiency programme that was started in May 2013 delivered the following effective gains until the end of the year: 215,107 NM of distance less flown, 47,866 MIN of less flying time. This represents 1,291 tons of fuel, 4,302 tons of CO2 and 1,075, % NM Network Operations Report

34 6. ATFM COMPLIANCE 6.1. ATFM departure slots The overall percentage of traffic departing within their Slot Tolerance Window (STW) was 88% in 2013, meeting the target of 80%. However, there are many airports which did not meet the target. This is an improvement over 2012 when the compliance percentage was 87.3%. Except January and March (due to bad weather), the monthly compliance was better in NM is working with the ANSPs for improving the level of adherence Adherence flight plan suspensions The percentage of flights suspended by FAM (Flight Activation Monitoring) but which were activated by airborne data received whilst temporarily suspended remained the same in 2013 as it was in 2012 at 0.3%. The graph shows the top airports where such situations occurred, as well as the percentage of these flights within the total number of flights at that airport. The introduction of Airport CDM has proven to be the most effective measures in bringing down the number of such flights. In the graph below this is best illustrated by Helsinki-Vantaa airport, which introduced A-CDM at the beginning of ATFM Exemptions The overall European 2013 percentage of 0.56% is below the target of 0.6%. However, there are fourteen States in 2013 that granted exemptions in excess of 0.6% of the State s annual departures, an increase on the previous year. NM will discuss any network considerations with the State and service provider concerned. NM Network Operations Report

35 6.4. Missing flight plans The missing flight plan methodology compares the following two flight data sources: CRCO civil IFR flights operated by aircraft above two tons, NM operational systems (ETFMS, Filed Tactical Flight Model). This graph presents the evolution of the number and percentage of CRCO flights having no equivalents in NM-ETFMS database. The percentage of such FPs in the total remained stable in 2013 at 0.07%. A new report was issued mid 2013 on Missing Flight Plans APL Flights identifying those flights that entered the European airspace without a flight plan (i.e. no initial flight plan was successfully filed in IFPS) and an ATS Unit filed the Flight Plan Multiple flights NM is using the data from Flight Activation Monitoring to identify possible multiple flight plans by measuring the number of flight plans received for which no subsequent activation or airborne information is received. The graph below presents the evolution of numbers and proportion of these flights within the total traffic. The number and percentage of these flights slightly decreased in 2013 in comparison with NM is reviewing the causes and the network impact of such cases and contact the airlines or FP originators when necessary. NM Network Operations Report

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