1、CIRCULAR 257-AT/106 ICA0 IRCULAR fl 1995 ECONOMICS OF SATELLITE-BASED AIR NAVIGATION SERVICES Guidelines for costbenefit analysis of communications, navigation and surveillancdair traffic management (CNWATM) systems Approved by the Secretary General and published under his authority INTERNATIONAL CI
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11、leNo reproduction or networking permitted without license from IHS-,-,-ICAO CIRCULAR*ZS -AT/LOb tb H 48414Lb 0069656 644 Foreword 1. The introduction of satellite-based air navigation services to replace many of the existing line-of-sight systems represents a quantum step forward for civil aviation.
12、 Following comprehensive studies over several years, the global ?communications, navigation and surveillanceair traffic management (CNS/ATM) systems? concept was endorsed by the ICAO Tenth Air Navigation Conference in 1991 and by the 29th Session of the ICAO Assembly in 1992. 2. Apart from the evide
13、nt technological benefits of the new systems, support for this endorsement had been supplied by a broad economic study which indicated that, at the global level, the benefits from the new systems greatly exceeded the costs of implementing them. The Air Navigation Conference recommended that States p
14、erform their own individual cost- effectiveness andor costhenefit analyses to determine how they would be affected by the new systems (Recommendation 6/1) and requested that ICAO provide assistance to States .in carrying out these analyses (Recommendation 6/2, to which the Assembly subsequently atta
15、ched high priority). These studies were to give consideration to such factors as the costs of transition to the new systems, including (reltraining, which had not been included in the global study. 3. The guidance material presented in this circular is an important element of the envisaged assistanc
16、e to States. It describes how to identify, measure and aggregate the incremental costs and benefits associated with the replacement of the existing communi- cations, navigation and surveillance systems with the new CNS/ATM systems, and how to use this information to draw conclusions about the expect
17、ed economic viability of the new systems and their economic impact on service providers (States) and users (air carriers). Guidance is also provided to assist in the choice of the most cost-effective approach to implementation. It will become clear that there is a large element of uncertainty in thi
18、s process because of the difficulty of quantifying the impact of a number of relevant factors which will affect the actual economic outcome. Planning decisions will therefore require the exercise of judgement as well as economic analysis based on the techniques described in this document. 4. The gui
19、dance material presented in this circular is consistent with and complementary to the comprehensive explanatory circular ?The ICAO CNS/ATM Systems: Coping with Air Traffic Demand? and to the ?Global Co-ordinated Plan for the Transition to the ICAO CNWATM Systems?, both of which were adopted in 1993
20、by the committee charged with developing the framework for introducing the new systems (known as the ?FANS Phase II Committee?), were subsequently endorsed by the ICAO Council and are being published as ICAO Circular 251 and ICAO Doc 9629, respectively. The purpose of the circular is to present econ
21、omic evaluation methodologies using illustrative configurations of CNSATM Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-(i ECONOMICS OF SATELLITE-BASED AIR NAVIGATION SERVI
22、CES . systems and existing technology systems. It does not contain advice on technical specifications of systems. The guidance material draws on reports supplied by States on the subject of costhenefit methodology and on the application of costhnefit techniques to CNSIATM investments. Of particular
23、value was a CNS/ATM costhenefit analysis guide prepared by the Canadian Government and its consultant (THA-MONENCO) and subsequently adapted for the FANS Phase II Committee (and referred to in this circular as the “FANS Guide”). 5. The costhnefit guidance material in this circular focuses on the met
24、hodological approach of Net Present Value, which takes into account transition costs and which is widely recognized and used by financial institutions such as those potentially involved in funding CNS/ATM. The methodology is presented using a step-by-step tabular approach which may be applied manual
25、ly or through a computer spreadsheet; formatted spreadsheets using Quattro Pro or Lotus software to apply the approach used in this circular are available on diskette from the ICAO Secretariat on request. Some of the tables include calculations based on hypothetical assumptions about various cost an
26、d benefit elements. Analysts undertaking costhenefit studies for particular airspaces must develop assumptions appropriate for those airspaces, using inputs from interested parties such as service providers, aircraft operators and equipment manufacturers. 6. The circular includes a glossary which pr
27、ovides brief explanations of the more common technical terms and acronyms. These explanations should be viewed as an aid to the general understanding of the reader and are not necessarily officially endorsed by ICAO. 7. and all references to “dollars” mean U.S. dollars. Unless indicated otherwise, a
28、ll references in this circular to “cents” mean U.S. cents, Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Table of Contents Page Glossary (v) Chapter 1 . Introduction . 1 1
29、. CNS/ATM and its advantages . 1 2 . Reasons for costhenefit analysis . 5 3 . Measures of economic viability 6 4 . Global economic evaluation of CNWATM 8 5 . Evaluation of CNS/ATM at State and regional levels . 9 Chapter 2 . Configurations of alternative systems 10 1 . Introduction 10 2 . Airspace t
30、ypes and system evolution 10 3 . Examples of CNS/ATM equipment configurations 12 4 . Concept of incremental costs 15 Chapter 3 . Policy and institutional assumptions 17 1 . Introduction 17 2 . National and regional policies . 17 3 . Assumptions about the rate of transition 18 4 . Economic links betw
31、een States, service providers and airlines 19 Chapter 4 . Net present value analysis . 21 1 . Outline of the approach . 21 2 . Traffic demand and aircraft numbers . 23 3 . Expenditures on CNS/ATM equipment 25 4 . Purchase of services from third-party suppliers . 31 5 . Expenditures on present-techno
32、logy equipment . 33 6 . Efficiency benefits for aircraft operators . 38 7 . Time savings for passengers 41 8 . Other costs and benefits . 42 9 . Summary of costs and benefits for the present value approach 43 10 . Net present values . 46 Copyright International Civil Aviation Organization Provided b
33、y IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,- ICA0 CIRCULAR*257 -AT1106 * qBqLq16 0069659 353 (iv) ECONOMICS OF SATELLITE-BASED AIR NAVIGATION SERVICES Chapter 5 . Issues and applications 48 1 . Introduction 48 2 . Cost recovery . 48
34、 3 . CNS/ATM and MLS 49 4 . Sensitivity analysis . 51 5 . Regional differences in economic impact 54 6 . Choice of implementation option . 55 7 . The choice between VHF and Mode S . 55 Chapter 6 . Alternative methods of economic evaluation 58 1 . Introduction 58 2 . Cost-effectiveness analysis . 58
35、3 . Least-cost analysis . 59 4 . Snapshot approach . 59 5 . Pay-offperiod . 63 6 . Utility value analysis . 64 Appendix 1 . Efficiency improvements due to CNS/ATM 65 Appendix 2 . Selected bibliography a e 66 Copyright International Civil Aviation Organization Provided by IHS under license with ICAON
36、ot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ICA0 CIRCULAR*257 -AT/30b tX 4843436 0069hh0 075 = Glossary Please note: The explanations of the acronyms and technical terms provided here should be viewed as an aid to the general understanding of the reader and are
37、not necessarily offlicially endorsed by ICAO. The reader should also recognize that there are ongoing developments in some of the technology and institutions. ACARS ARINC communications addressing and reporting system. A system for air-ground data link commuriication via aeronautical VHF channels al
38、located for that purpose. ACAS ACC ADF ADS AMSS ASM ATC Airborne collision avoidance system. An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that
39、 are equipped with SSR tran- sponders. Area control centre. A unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction. Automatic direction finding system. An aircraft radio navigation system which senses and indicates the direction to a L
40、/MF non- directional radio beacon (NDB) ground transmitter. Automatic dependent surveillance. A surveillance technique in which aircraft automatically provide, via a data link, data derived from on-board navigation and position-fixing systems, including aircraft identification, four-dimensional posi
41、tion and additional data as appropriate. Aeronautical mobile-satellite service. A system for air-ground communications via satellites using a frequency band allocated for aeronautical purposes. Airspace management. A component of ATM with the purpose of maximizing, within a given airspace structure,
42、 the utilization of available airspace. Air traffic control. A service whose objective is to prevent aircraft collisions and expedite and maintain an orderly flow of air traffic. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction
43、or networking permitted without license from IHS-,-,-(vi ECONOMICS OF SATELLITE-BASED AIR NAVIGATION SERVICES ATFM ATM AT“ ATS CAA CAT I CAT II CAT III Air traffic flow management. A service whose objective is to ensure an optimum flow of air traffic to or through areas during times when demand exce
44、eds or is expected to exceed the available capacity of the ATC system. Air traffic management. A broadly defined function which includes air traflk services, air traffic flow management and airspace manage- ment. Its objective is to enable aircraft operators to meet their planned times of arrival an
45、d departure and adhere to preferred fight profiles. Aeronautical telecommunication network. An internetwork architecture that allows ground, air-to-ground and avionic data subnetworks to interoperate by adopting common interface services and protocols based on the International Organization for Stan
46、dard- ization OSO) Open Systems Interconnection (OSI) reference model. Air traffic service. A generic term meaning, variously, flight infor- mation service, alerting service, air traffic advisory service, air traffic control service (area control service, approach control service or aerodrome contro
47、l service). Civil aviation authority. A term frequently used for the authority of a State responsible for the control of air navigation in the States airspace. Precision approach runway, category I. An instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision
48、 height not lower than 60 m (200 ft) and either a visibility not less than 800 m or a runway visual range not less than 550 m. Precision approach runway, category II. An instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision height lower than 60 m (200 ft)
49、 but not lower than 30 m (100 ft) and a runway visual range not less than 350 m. Precision approach runway, category III. An instrument runway served by ILS and/or MLS to and along the surface of the runway and: A - intended for operations with a decision height lower than 30 m ( 100 ft), or no decision height and a runway visual range not less than 200 m. B - intended for operations with a decision height lower than
