AUC vs. DUC
In the combined year 2020-2021, the terminal AUC was -2.4% (or -62.74DKK2017, or -8.44€2017) lower than the planned DUC. This results from the combination of higher than planned TNSUs (+2.2%) and lower than planned terminal costs in real terms (-0.3%, or -0.9 MDKK2017, or -0.1 M€2017).
Terminal service units
The difference between actual and planned TNSUs (+2.2%) falls outside the ±2% dead band, but does not exceed the ±10% threshold foreseen in the traffic risk sharing mechanism. The resulting gain of additional terminal revenues is therefore shared between the ATSP and the airspace users, with the ATSP (NAVIAIR) retaining an amount of +7.0 MDKK2017.
Terminal costs by entity
Actual real terminal costs are -0.3% (-0.9 MDKK2017, or -0.1 M€2017) lower than planned. This is driven by the main ANSP, NAVIAIR (-0.2%, or -0.1 M€2017) and the MET service provider (-4.6%, or -0.02 M€2017).
Terminal costs for the main ANSP at charging zone level
The lower than planned terminal costs in real terms for NAVIAIR (-0.2%, or -0.1 M€2017) result from:
- higher staff costs (+1.1%), “mainly driven by costs for extra shifts primarily driven by COVID-related absence;”
- lower other operating costs (-4.0%), “driven by low travel expenses, lower costs on administrative IT, and on fewer costs for training, e.g. COVID-related delays;”
- slightly higher depreciation (+0.2%);
- lower cost of capital (-5.7%), due to “fewer costs of debt related to lower renegotiated interest on subordinated loan;”
- lower deduction as exceptional costs (-5.7%, as amounts are negative it reflects an increase of total costs), due to no deduction in 2021 actuals.