DCDriver,
I'll definately concede that additional fuel to cover ETOPS flight at the END of a flight is definately a factor, but the point that I was making was that ETOPS, per se, is not fuel related.
In the example you've given -
Were you to operate certain other sectors over oceanic / wilderness areas, or the ERA's were closed at night, you would be constrained by the Critical Fuel Scenario (see above) and fuel most certainly would be a factor
Most certainly you are correct, and what you quote applies to a 2, 3, or 4 engined aircraft, it does not apply to an ETOPS aircraft alone. On my last aircraft type, the B747, additional Depressurisation / Engine Inoperative fuel had to be carried in the circumstances that you describe, and the B747 is most decidedly NOT an ETOPS aircraft. What you speak of is normal contingency fuel for normal operations, be they ETOPS or not.
QUADRITOPS fuel for the A380 where the nearest suitable ERA may be thousands of miles away might be interesting.
Regards,
Old Smokey