Annual Monitoring Report 2022 - Ireland
Contextual information
National performance plan adopted following Commission Decision (EU) 2022/766 of 13 April 2022
List of ACCs 2
Shannon ACC
Dublin ACC
No of airports in the scope of the performance plan
≥80’K 1
<80’K 2
Exchange rate (1 EUR=)
2017: 1 EUR
2022: 1 EUR
Share of Union-wide traffic (TSUs) 2022 3.9%
Share of Union-wide en route costs 2022 1.8%
Share en route / terminal costs 2022 79% / 21%
En route charging zone(s)
Ireland
Terminal charging zone(s)
Ireland
Main ANSP
• AirNav Ireland
Other ANSPs
–
MET Providers
• Met Eireann Aviation Services Division (ASD)
Traffic (En route traffic zone)
▪ Ireland recorded 582K actual IFR movements in 2022, +94% compared to 2021 (300K).
▪ Actual 2022 IFR movements were +5.1% above the plan (554K).
▪ Actual 2022 IFR movements represent 90% of the actual 2019 level (647K).
▪ Ireland recorded 4,233K actual en route service units in 2022, +75% compared to 2021 (2,419K).
▪ Actual 2022 service units were +6.1% above the plan (3,991K).
▪ Ireland actual 2022 service units represent 91% of the actual 2019 level (4,641K).
Safety (Main ANSP)
▪ IAA ANSP achieved the RP3 EoSM targets in four out of five management objectives in 2022, but still needs improvements in safety risk management. The measures identified mainly related to the implementation of Regulation (EU) 2017/373. Minimum maturity level on safety culture decreased between 2021 and 2022 but still achieved the RP3 target.
▪ Despite doubling the traffic, Ireland recorded a lower rate of separation minima infringements and runway incursions relative to 2021. Both rates are below the Union-wide average.
▪ The NSA has established associated safety targets and alert thresholds to provide quantifiable measures related to the achieved level of safety as defined by an Acceptable Level of Safety Performance (ALSP) of Ireland.
▪ IAA ANSP could improve its safety management by implementing automated safety data recording systems.
Environment (Member State)
▪ Ireland achieved a KEA performance of 1.12% compared to its target of 1.13% and contributed positively towards achieving the Union-wide target. KEA deteriorated in comparison to 2021 but still the target was met.
▪ Both KEP and SCR deteriorated in comparison with 2021. The NSA states that they are currently reviewing the airspace and RADs with neighbouring countries.
▪ The share of CDO flights decreased by 20.77% compared to 2021.
▪ During 2022, additional time in terminal airspace increased from 0.57 to 2.02 min/flight, while additional taxi out time increased from 1.32 to 5.27 min/flight.
Capacity (Member State)
▪ Ireland registered zero minutes of average en route ATFM delay per flight during 2022, thus achieving the local target value of 0.03.
▪ The average number of IFR movements was 10% below 2019 levels in Ireland in 2022.
▪ The number of ATCOs in OPS is not expected to change in Dublin and Shannon ACCs by the end of RP3. In Dublin ACC, however, the actual number remained below the 2022 plan, due to higher-than-expected attrition.
▪ There were nearly no ATFM delays in Ireland in 2022.
▪ The share of delayed flights with delays longer than 15 minutes in Ireland increased by 11.25 p.p. compared to 2021 and was lower than 2019 values.
▪ The yearly total of sector opening hours in Dublin ACC was 18,615 in 2022, showing no significant change compared to 2021. Sector opening hours are equal to 2019 levels. The yearly total of sector opening hours in Shannon ACC was 45,963 in 2022, showing no significant change compared to 2021. Sector opening hours are 0.6% above 2019 levels.
▪ Dublin ACC registered 11.86 IFR movements per one sector opening hour in 2022, being 13.6% below 2019 levels. Shannon ACC registered 12.27 IFR movements per one sector opening hour in 2022, being 8.2% below 2019 levels.
▪ Ireland registered an average airport arrival ATFM delay of 0.15 minutes per flight in 2022, achieving the local target of 0.2 minutes.
▪ Compared to 2021, average arrival ATFM delays in Ireland were 1408.94% higher in 2022, while the number of IFR arrivals increased by 129.72%.
▪ The main reasons for delays were weather, accounting for 91% of delays, and ATC staffing issues, responsible for 7%
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2022 actual unit cost of Ireland was 25.58 €2017, -14% lower than the determined unit cost (29.84 €2017). The terminal 2022 actual unit cost was 169.32 €2017, +3.4% higher than the determined unit cost (163.79 €2017).
▪ The en route 2022 actual service units (4,233K) were +6.1% higher than the determined service units (3,991K).
▪ The en route 2022 actual total costs were 11 M€2017 (-9.1%) lower than determined, as all cost categories decreased. The total cost reduction was mainly driven by lower other operating costs (-5.5 M€2017, or -13%), caused by the postponement of planned OPEX to prioritise service delivery as traffic increased significantly during the year.
▪ IAA ANSP spent 16 M€2017 in 2022 related to costs of investments, -18% lower than determined (20 M€2017), as investments have been delayed due to shortages in resource availability and challenges with sourcing contractors and service providers.
▪ As for the previous monitoring year, the discrepancies regarding costs of investments are significant. The PRB invites the NSA to analyse the discrepancies, identify their reasons, and request the Member State to take immediate, adequate, and proportionate action to ensure the implementation of the investment plans to avoid future capacity gaps.
▪The en route actual unit cost incurred by users in 2022 was 30.93€, while the terminal actual unit cost incurred by users was 164.74€.