L 42/2
EN
Official Journal of the European Union
23.2.2022
(7)
Data compiled by the World Health Organisation (WHO) and the European Centre for Disease Control (ECDC) demonstrates that the persistent reduction of air traffic is the result of the impact of the COVID-19 crisis.
The available data shows a correlation between the evolving numbers of cases and the Member States’ and third countries’ responses to those evolving numbers, by adopting measures that have an impact on air travel, and result in a decline in air traffic.
Such measures, which can be implemented or lifted at a very short notice contribute to a climate of uncertainty and negatively impact consumer confidence and booking behaviour.
That shows that the persistent reduction of air traffic is the result of the impact of the COVID-19 crisis.
(8)
While data from the ECDC of 30 September 2021 shows that 61,1 % of the total population in the EEA have been fully vaccinated, data from the WHO’s website shows that the vaccination rate in a large number of countries remains low.
Further, uncertainty about the possibility of new variants of concern emerging in different regions remains.
Air traffic levels will thus not recover at the same rate on a global level.
(9)
Member States and third countries may continue to respond to new variants by imposing measures that could significantly impact air travel.
It is therefore reasonable to still expect a significant number of cancellations, in particular on routes to countries with very stringent sanitary measures or where vaccination rates remain low, as a consequence of the COVID-19 crisis over the forthcoming summer scheduling period.
As a result, air carriers cannot be expected to comply with the normal 80 % slot utilisation rate on all routes.
(10)
It is therefore necessary to extend the period laid down in Article 10a(3) of Regulation (EEC) No 95/93 to cover the summer 2022 scheduling period running from 27 March 2022 to 29 October 2022.
(11)
Data on flight cancellations, load factors, fleet size and utilisation varied very widely between individual air carriers depending on their business model and market served.
On average an improving trend could be detected from March 2021 until July 2021 based on data submitted for 16 Union and 16 non-Union carriers.
Air carriers providing operations on long-haul routes affected by sanitary measures severely impeding passenger travel, showed a less positive trend in the indicators monitored, further justifying the extension of the slot relief period laid down in Article 10a(3).
(12)
The overall encouraging air travel recovery signs in the EEA market, the reopening of important international markets (for example the United States of America as of November 2021) and increasing ease of travel due in countries that recognize the COVID-19 certificate, justify increasing the slot use rate to 64 %.
(13)
Data on forward bookings indicates that passengers still book flights closer to the date of departure in 2021, than they did in 2019.
However, the trend is gradually improving.
(14)
The slot use rate should be set at a level that contributes to the objective of granting air carriers relief in the present circumstances, but also to the objective of ensuring efficient use of airport capacity.
The slot use rate should also take into account more long-term structural changes in the market and consumer behaviour, in order to allow the market to gradually adapt to changing demand and unlock capacity for the summer 2023 scheduling period.
Further, the possible release of some airport capacity due to that new use rate is not likely to cause a severe disruption to air carriers’ operations and networks, which a higher use rate would.
(15)
The most likely Eurocontrol air traffic forecast scenario sets air traffic level in the summer 2022 scheduling period at a level higher than 85 % and possibly exceeding 89 %.
The use-rate of 64 %, therefore still gives air carriers a reasonable contingency margin in case planned flights would have to be cancelled at short notice.
(16)
The lower air traffic levels to other global regions do not have to be factored into the use-rate as adequate relief from the use-it-or-lose-it rule can be granted on such affected routes under Article 10(4), point (e) of Regulation (EEC) No 95/93.
(17)
While it is generally assumed that air carriers would operate as soon as demand returns, a lower use threshold poses the risk that some carriers could limit operations at some airports to the minimum necessary just for the purpose of maintaining historic rights in those slots to the detriment of competitors, airport operators and consumers.
A use rate of 64 % will mitigate these risks.