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No 2096/2005 laying down common requirements for the provision of air navigation services (Text with EEA relevance) (repealed) (c. 691)

ANNEX I U.K. KEY PERFORMANCE INDICATORS (KPI)

Section 1: U.K. For European Union-wide target setting:

1. SAFETY KEY PERFORMANCE INDICATORS U.K.

(a) The first European Union-wide safety KPI shall be the minimum level of the first safety key performance indicator defined in Section 2, point 1(a) below for air navigation services providers and national supervisory authorities respectively. U.K.

(b) The second European Union-wide safety key performance indicator shall be the percentage of application of the severity classification of Risk Analysis Tool as defined in Section 2, point 1(b) below in States where this Regulation applies, to allow harmonised reporting of severity assessment of Separation Minima Infringements, Runway Incursions and ATM Specific Technical Events. U.K.

(c) The third European Union-wide safety key performance indicator shall be the minimum level of the measure of the just culture at the end of the reference period as defined in Section 2, point 1(c) below. U.K.

There shall be no European Union-wide targets for the above key performance indicators in the first reference period. During the first reference period, the Commission shall use the data collected to validate these key performance indicators and assess them with a view to ensuring that safety risk is adequately identified, mitigated and managed. On this basis, the Commission shall adopt new safety key performance indicators if necessary, by revision of this Annex.

2. ENVIRONMENT INDICATOR U.K.

2.1. For the first reference period: U.K.

• The first European Union-wide environment KPI shall be the average horizontal en route flight efficiency, defined as follows:

  • the average horizontal en route flight efficiency indicator is the difference between the length of the en route part of the actual trajectory and the optimum trajectory which, in average, is the great circle,

  • ‘en route’ is defined as the distance flown outside a circle of 40 NM around the airport,

  • the flights considered for the purpose of this indicator are:

    (a)

    all commercial IFR (Instrumental Flight Rules) flights within European airspace;

    (b)

    where a flight departs or arrives outside the European airspace, only that part inside the European airspace is considered,

  • circular flights and flights with a great circle distance shorter than 80NM between terminal areas are excluded.

• The second European Union-wide environment KPI shall be the effective use of the civil/military airspace structures, e.g. CDRs (Conditional Routes). For the first reference period, this indicator shall be monitored by the Commission. Target setting shall start as from the second reference period.

2.2. As from the second reference period, a third European Union-wide environment KPI shall be developed to address the specific airport air navigation services (ANS)-related environment issues. U.K.

3. CAPACITY INDICATOR U.K.

3.1. For the first reference period: U.K.

• The European Union-wide capacity KPI shall be the minutes of en route ATFM (Air Traffic Flow Management) delay per flight, defined as follows:

  (a)

  the en route ATFM delay is the delay calculated by the central unit of ATFM as defined in Commission Regulation (EU) No 255/2010 of 25 March 2010 laying down common rules on air traffic flow management(1) and expressed as the difference between the take-off time requested by the aircraft operator in the last submitted flight plan and the calculated take-off time allocated by the central unit of ATFM;

  (b)

  the indicator includes all IFR flights within European airspace and covers ATFM delay causes;

  (c)

  the indicator is calculated for the whole calendar year.

• In order to prepare the development of a second European Union-wide capacity KPI, the Commission shall collect, consolidate and monitor as from the first reference period:

  (a)

  the total of ATFM delays attributable to terminal and airport air navigation services;

  (b)

  the additional time in the taxi out phase;

  (c)

  for airports with more that 100 000 commercial movements per year the additional time for ASMA (Arrival Sequencing and Metering Area).

3.2. As from the second reference period, a second European Union-wide capacity indicator shall be developed on the basis of the monitoring described in point 3.1 to address the specific airport ANS-related capacity issues. U.K.

4. COST-EFFICIENCY INDICATOR U.K.

4.1. For the first reference period: U.K.

The European Union-wide cost-efficiency KPI shall be the average European Union-wide determined unit rate for en route air navigation services, defined as follows:

(a)

the indicator is the result of the ratio between the determined costs and the forecast traffic, expressed in service units, expected for the period at European Union level, as contained in the Commission’s assumptions for establishing the European Union-wide targets in application of Article 9(4);

(b)

the indicator is expressed in euros and in real terms;

(c)

the indicator is provided for each year of the reference period.

For the first reference period, terminal air navigation services costs and unit rates shall be collected, consolidated and monitored by the Commission in accordance with Regulation (EC) No 1794/2006.

4.2. As from the second reference period, the second European Union-wide cost-efficiency key performance indicator shall be the average European Union determined unit rate for terminal air navigation services. U.K.

Section 2: U.K. For national or Functional Airspace Block (FAB) target setting:

1. SAFETY KEY PERFORMANCE INDICATORS U.K.

(a) The first national/FAB safety KPI shall be the effectiveness of safety management as measured by a methodology based on the ATM Safety Maturity Survey Framework. This indicator shall be developed jointly by the Commission, the Member States, EASA and Eurocontrol and adopted by the Commission prior to the first reference period. During this first reference period, national supervisory authorities will monitor and publish these key performance indicators, and Member States may set corresponding targets. U.K.

(b) The second national/FAB safety KPI shall be the application of the severity classification of the Risk Analysis Tool to allow harmonised reporting of severity assessment of Separation Minima Infringement, Runway Incursions and ATM Specific Technical Events at all Air Traffic Control Centres and airports with more than 150 000 commercial air transport movements per year within the scope of this Regulation (yes/no value). The severity classification shall be developed jointly by the Commission, the Member States, EASA and Eurocontrol and adopted by the Commission prior to the first reference period. During this first reference period, national supervisory authorities will monitor and publish these key performance indicators, and Member States may set corresponding targets. U.K.

(c) The third national/FAB safety KPI shall be the reporting of just culture. This measure shall be developed jointly by the Commission, the Member States, EASA and Eurocontrol and adopted by the Commission prior to the first reference period. During this first reference period, national supervisory authorities will monitor and publish this measure, and Member States may set corresponding targets. U.K.

2. ENVIRONMENT INDICATOR U.K.

2.1. For the first reference period, there shall be no mandatory national/FAB environment KPI. U.K.

Without prejudice to the local prescriptions on environment, Member States shall also collaborate with the Commission in view of the setting up of an environment KPI to address the specific airport ANS-related environment issues and which shall be implemented as from the second reference period.

2.2. For the second reference period, the national/FAB environment KPI shall be the development of a national/FAB improvement process on route design before the end of the reference period, including the effective use of the civil/military airspace structures (e.g. CDRs). U.K.

3. CAPACITY INDICATOR U.K.

3.1. For the first reference period: U.K.

The national/FAB capacity KPI shall be the minutes of en route ATFM delay per flight. It is defined as follows:

(a)

the indicator is defined as in Section 1, point 3.1;

(b)

the indicator is given for each year of the reference period.

In order to prepare the development of a second national/FAB capacity KPI, Member States shall report as from the first reference period:

(a)

the total of ATFM delays attributable to terminal and airport air navigation services;

(b)

the additional time in the taxi out phase;

(c)

for airports with more that 100 000 commercial movements per year the additional time for ASMA (Arrival Sequencing and Metering Area).

3.2. As from the second reference period, a second national/FAB capacity KPI shall be implemented to address the specific terminal and airport-related capacity issues. U.K.

4. COST-EFFICIENCY INDICATOR U.K.

4.1. For the first reference period, the national/FAB cost-efficiency KPI shall be the national/FAB determined unit rate for en route air navigation services, defined as follows: U.K.

(a)

the indicator is the result of the ratio between the determined costs and the forecast traffic contained in the performance plans in accordance with Article 10(3)(a) and (b);

(b)

the indicator is expressed in national currency and in real terms;

(c)

the indicator is provided for each year of the reference period.

In addition, States shall report their terminal air navigation services costs and unit rates in accordance with Regulation (EC) No 1794/2006 and shall justify to the Commission any deviation from the forecasts.

4.2. As from the second reference period, a second national/FAB capacity KPI shall be implemented: the national/FAB determined unit rate(s) for terminal air navigation services. U.K.

(1)

OJ L 80, 26.3.2010, p. 10.