Annual Monitoring Report 2024 - 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
2024: 1 EUR
Share of Union-wide traffic (TSUs) 2024 3.8%
Share of Union-wide en route costs 2024 2.0%
Share en route / terminal costs 2024 81% / 19%
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 679K actual IFR movements in 2024, +2.3% compared to 2023 (664K).
▪ Actual 2024 IFR movements were +5.8% above the plan (642K).
▪ Actual 2024 IFR movements are +4.9% above the actual 2019 level (647K).
▪ Ireland recorded 4,988K actual service units in 2024, +3.7% compared to 2023 (4,812K).
▪ Actual 2024 service units were +1.9% above the plan (4,893K).
▪ Actual 2024 service units are +7.5% above the actual 2019 level (4,641K).
Safety (Main ANSP)
▪ AirNav Ireland met the RP3 targets in 2024, reaching maturity level D for four out of five Management Objectives during 2024.
▪ Ireland recorded a higher rate of runway incursions (RIs) and a decrease in the rate of separation minima infringements (SMIs) relative to 2023. The rate of runway incursions was above the Union-wide average.
Environment (Member State)
▪ Ireland achieved a KEA performance of 1.40% compared to its target of 1.13% and did not contribute positively towards achieving the Union-wide target.
▪ The NSA states that the target was not achieved mainly due to changes made by neighbouring ANSPs affecting trajectories, adverse weather, French industrial action and the increase in the proportion of flights on the “Tango” routes.
▪ KEP and SCR improved marginally in comparison with 2023. Despite the target being missed, KEA improved in 2024. Additionally, the improvement in SCR shows that Ireland has enhanced the environmental efficiency of its airspace when accounting for impacts outside of its control.
▪ The share of CDO flights increased from 40.84% to 42.51% in 2024.
▪ Additional taxi out time decreased from 4.00 to 3.32 min/flight, while additional time in terminal airspace decreased from 1.79 to 1.57 min/flight in 2024 compared to 2023.
Capacity (Member State)
▪ Ireland registered zero minutes of average en route ATFM delay per flight during 2024, which remained zero after the post-ops adjustment process, thus achieving the local target value of 0.03. Delays in Ireland decreased by 0.02 minutes per flight year-on-year.
▪ The average number of IFR movements was 5.0% above 2019 levels in Ireland in 2024.
▪ The number of ATCOs in OPS is 199, being in line with the 2024 plan in Shannon. The number of ATCOs in OPS is 56, being below the 2024 plan in Dublin by 3 FTEs.
▪ The yearly total of sector opening hours in Shannon ACC was 42,822, showing a 0.3% increase compared to 2023. Sector opening hours are 6.9% below 2019 levels. The yearly total of sector opening hours in Dublin ACC was 22,143, showing a 17.7% increase compared to 2023. Sector opening hours are 18.9% above 2019 levels.
▪ Shannon ACC registered 11.83 IFR movements per one sector opening hour in 2024, being 17.0% above 2019 levels. Dublin ACC registered 11.56 IFR movements per one sector opening hour in 2024, being 15.8% below 2019 levels.
▪ Ireland registered an average airport arrival ATFM delay of 0.32 minutes per flight in 2024, thus not achieving the local target of 0.20 minutes.
▪ Compared to 2023, average arrival ATFM delays in Ireland were 5% higher in 2024, while the number of IFR arrivals increased by 1%.
▪ The main reason for delays was weather, accounting for 96% of total delays.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2024 actual unit cost of Ireland was 24.25€2017, -1.7% lower than the determined unit cost (24.66€2017). The terminal 2024 actual unit cost was 144.25€2017, -12% lower than the determined unit cost (163.49€2017).
▪ The en route 2024 actual service units (5.0M€) were +1.9% higher than the determined service units (4.9M).
▪ The en route 2024 actual total costs were almost equal to the determined ones (+0.3M€2017 or -0.2%). The largest contributor was a higher than determined staff cost (3.6M€ or +5.4%), mainly due to higher general wages and costs for overtime . This was compensated by noticeably lower depreciation costs (-2.3M€ or -27%).
▪ AirNav Ireland costs of investments were 15M€2017 in 2024 for both en route and terminal charging zones, -27% less than determined (-5.6M€2017). According to the NSA, this reduction is due to delayed completion dates for projects, reflecting resource shortages and changes in the regulatory environment.
▪ The en route actual unit cost incurred by users in 2024 was 27.63€ (+4.3% above the 2024 DUC), while the terminal actual unit cost incurred by users was 160.75€ (-7.2% below the 2024 DUC). The difference between the AUCU and the DUC for the en route charging zone is primarily attributed to inflation adjustment. For the terminal charging zone, the difference can be attributed to the cost risk sharing adjustment, partially compensated by the inflation adjustment.