Local Single Sky ImPlementation (LSSIP) SWEDEN

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1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) SWEDEN Year 2012 Level 1

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5 DOCUMENT IDENTIFICATION SHEET Local Single Sky ImPlementation document for Sweden Infocentre Reference: 13/01/02-38 Document Identifier Edition: Year 2012 LSSIP Year 2012 Sweden Edition Date: 28 Feb 2013 LSSIP Focal Point Eva NORÉUS Transportstyrelsen (Swedish Transport Agency) LSSIP Contact Person Danny DEBALS Unit DSS/EIPR Status Intended for Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( X:\03 LSSIP\1. LSSIP States\Sweden (SE)\Year 2012\Released Issue\LSSIP SE Year 2012 released issue.doc LINKS TO REFERENCE DOCUMENTS 1. LSSIP Guidance Material: 2. ESSIP Plan Edition 2012: 3. ESSIP Report 2011: 4. STATFOR Forecasts: 5. Acronyms and abbreviations: 6. Single European Sky (SES): 7. European ATM Master Plan: 8. Previous LSSIP Documents: 9. State specific reference documents and links are shown throughout the document. LSSIP Year 2012 Sweden ii Released Issue

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7 TABLE OF CONTENTS Executive Summary... iv Introduction... ix Chapter 1 - National Stakeholders Civil Regulator(s) LFV ACR Swedavia Military Authorities Airports Accident/incident Investigation Body Chapter 2 - Geographical Scope International Membership Geographical description of the FIR ATC units Airspace Classification and Organisation Chapter 3 - National Projects Chapter 4 - Regional Co-ordination and Projects Regional Co-ordination Regional cooperation between Service Providers Chapter 5 - ATM Safety Chapter 6 - Airspace Organisation and Management Chapter 7 - Air Traffic Control & Data Processing Systems Chapter 8 - Traffic Flow and Capacity Management Chapter 9 - Aeronautical Information Management Chapter 10 - Human Resources Management and Human Factors Chapter 11 - CNS Communications Navigation Surveillance Chapter 12 - Airport ATS Airport Stockholm Arlanda Airport Stockholm Bromma Chapter 13 - Environment Airport Göteborg Airport Malmö - Sturup Airport Umeå Airport Stockholm Arlanda Airport Stockholm Bromma Chapter 14 - Cost-efficiency Cost-efficiency KPI and targets for the first reference period National Performance Plans for Monitoring of the national cost-efficiency targets for Chapter 15 - En-route Traffic and Capacity Evolution of traffic in Sweden Malmö ACC Stockholm ACC Reference values of the breakdown of the EU capacity/delay target Chapter 16 - Airport Traffic and Capacity Airport traffic Airport Delays and Capacity ANNEXES LSSIP Year 2012 Sweden iii Released Issue

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9 Executive Summary Part - State Context The main National Stakeholders involved in ATM in Sweden are the following: The Swedish Transport Agency, LFV, ACR, Swedavia, Swedish Armed Forces and the Swedish Accident Investigation Authority (SHK). During 2012, Denmark and Sweden focused on the remaining FAB-documents to be submitted to the Commission. As of 1 st July 2012 NUAC HB handles the en-route traffic in DK-SE FAB on behalf of LFV and Naviair. The Swedish Armed Forces is an authority governed by the Swedish Parliament and the Swedish Government and is headed by the Supreme Commander. Military authorities are responsible for the certification of military aircraft and equipment, but have no other ATM regulatory power or ATM provisions responsibilities. Co-ordination between civil ANSPs and Military authorities are ensured through LoAs. Part - ESSIP Objective Implementation In general the implementation of ESSIP Objectives remains satisfactory, as shown in the table below. The only exceptions are: AOP01.2: Bromma Stockholm Airport has reached its capacity limit under the current environmental permit, hence the implementation is late. AOP04.1 and AOP04.2: Bromma Stockholm Airport has environmental allowances that limit the capacity to such extent that an SMGCS investment cannot be motivated, hence no implementation is planned. ATC16 aircraft operators are informed and procedures in place to supervise the compliance with regulatory provisions, as well as training package developed by ANSP. However, part of the military transport type aircraft will be equipped up till FCM03 will be completed in HUM01.1 and HUM02.1 will be completed in SAF10 will be completed in Several objectives were completed in 2012: AOM13.1, AOP1.2 Stockholm Arlanda Airport, AOP4.1 Stockholm Arlanda Airport, ATC12, ATC15, FCM01, INF04 and NAV10. LSSIP Year 2012 Sweden iv Released Issue

10 LSSIP Sweden Implementation Completion dates Active ESSIP Objectives Ch AOM - Airspace Organisation and Management AOM20 Implement ATS Route Network (ARN) - Version 7 6 AOM19 Implement Advanced Airspace Management 6 AOM13.1 AOP - Airport ATS AOP04.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 ESSA-Stockholm - Arlanda 12 ESSB-Stockholm - Bromma 12 6 AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual ESSA-Stockholm - Arlanda 12 ESSB-Stockholm - Bromma 12 AOP03 Improve runway safety by preventing runway incursions 12 AOP08 Implement Airport Airside Capacity Planning Method ESSA-Stockholm - Arlanda 12 ESSB-Stockholm - Bromma 12 AOP09 Implement Optimised Dependent Parallel Operations ESGG-Göteborg 12 ESMS-Malmö Sturup 12 ESNU-Umea 12 ESSA-Stockholm - Arlanda 12 ESSB-Stockholm - Bromma 12 AOP05 Implement Airport Collaborative Decision Making (CDM) ESSA-Stockholm - Arlanda 12 ESSB-Stockholm - Bromma 12 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 ESSA-Stockholm - Arlanda 12 ESSB-Stockholm - Bromma 12 ATC - Air Traffic Control ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 7 ATC07.1 Implement arrival management tools 7 ATC16 Implement ACAS II compliant with TCAS II change ATC02.5 ATC02.6 ATC02.7 ATC12 ATC15 Implement ground based safety nets - Area Proximity Warning - level 2 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 Implement ground based safety nets - Approach Path Monitor - level 2 Implement automated support for conflict detection and conformance monitoring Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations LSSIP Year 2012 Sweden v Released Issue

11 LSSIP Sweden Implementation Completion dates Active ESSIP Objectives Ch ATC17 COM - Communications COM09 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) COM10 Migrate from AFTN to AMHS 11.1 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM 11.1 ENV - Environment ENV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements ESGG-Göteborg 13 ESMS-Malmö Sturup 13 ESNU-Umea 13 ESSA-Stockholm - Arlanda 13 ESSB-Stockholm - Bromma 13 ENV02 Implement Collaborative Environmental Management (CEM) at Airports ESSA-Stockholm - Arlanda 13 ESSB-Stockholm - Bromma 13 FCM - Flow and Capacity Management FCM01 Implement enhanced tactical flow management services 8 FCM03 Implement collaborative flight planning 8 GEN - General GEN01 HUM - Human Factors Implement European ANS contingency measures for Safety Critical Modes of Operation 5 HUM01.1 Ensure timely availability of ATCOs 10 HUM02.1 Integrate Human Factors into ATM Operations 10 HUM03.1 Integrate Human Factors into the lifecycle of ATM systems 10 INF - Aeronautical Information Management INF04 Implement integrated briefing 9 ITY - Interoperability ITY-FMTP Apply a common flight message transfer protocol (FMTP) 11.1 ITY-AGDL Initial ATC air-ground data link services above FL ITY-COTR Implementation of ground-ground automated co-ordination processes ITY-ADQ Ensure quality of aeronautical data and aeronautical information 7 9 ITY-SPI Surveillance performance and interoperability 11.3 NAV - Navigation NAV03 Implementation of P-RNAV 11.2 NAV10 Implement APV procedures 11.2 SAF - Safety Management SAF04 Implement measures to reduce the risk of level bust occurrences 5 LSSIP Year 2012 Sweden vi Released Issue

12 LSSIP Sweden Implementation Completion dates Active ESSIP Objectives Ch SAF05 SAF10 Implement measures to prevent air/ground communications induced safety occurrences. Implement measures to reduce the risk to aircraft operations caused by airspace infringements 5 5 Understanding the Table Objective Objective Partially Objective Planned No Plan Missing Data Not Applicable (Sweden does not participate in this obj.) Late NOTE: The year where the coloured box is placed indicates the Implementation Completion Date as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date. The Harmonisation Objectives are not reflected in this table. Part - Traffic and ATM Performance Cost-efficiency The cost-efficiency KPI at national/fab level is the determined unit rate for en-route air navigation services. It is adopted as part of the national/fab Performance Plans for the reference period RP1 running from 2012 to En-route Traffic and Capacity Actual traffic in Sweden decreased by 3.8% during Summer 2012 (May to October) when compared to summer The STATFOR medium-term forecast predicts an average annual growth between 1.2% and 3.1% during the 5 year planning cycle, with a baseline of growth of 2.1%. Average en-route delay per flight was at zero minutes per flight in Summer Airport Traffic and Capacity There is no significant capacity problem at Stockholm Arlanda Airport capacity declared peak operations is 84 movements/hour. LSSIP Year 2012 Sweden vii Released Issue

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15 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year plan containing ECAC States actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. This LSSIP document Year 2012 describes the situation in the State at the end of December The LSSIP documents are structured into three parts to better differentiate the Stakeholder(s) accountable for the information contained in each of them: Part - State Context (Chapters 1 to 4), presents the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved. Part - ESSIP Objective Implementation (Chapters 5 to 13), contains high-level information on progress and plans of each ESSIP Objective, grouped per ESSIP domain. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Note: This Part is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP. Part - Traffic and ATM Performance (Chapters 14 to 16), contains information on the evolution of traffic (en-route and at main airport(s)), and the State s five-year plans to improve its performance and achieve its targets in respect of Cost-Efficiency and en-route Capacity. LSSIP Year 2012 Sweden ix Released Issue

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17 LSSIP Year 2012 PART - STATE CONTEXT LSSIP Year 2012 Sweden Released Issue

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19 Chapter 1 - National Stakeholders The main National Stakeholders involved in ATM in Sweden are the following: - Transportstyrelsen - The Swedish Transport Agency; - Luftfartsverket (LFV) the main Swedish ATS Service Provider; - Aviation Capacity Recourses AB (ACR) ATS Service Provider; - Swedavia Swedish airport company; - The military authorities (Swedish Armed Forces); - The Swedish Accident Investigation Authority (SHK). Their activities are detailed in the following subchapters. The relationships between the civil regulator and the civil service provider are shown in the diagram below. ACR AB LSSIP Year 2012 Sweden Chapter 1-1 Released Issue

20 1.1 Civil Regulator(s) General information Civil Aviation in Sweden is the responsibility of the Ministry of Enterprise, Energy and Communications. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The Swedish Transport Agency is further detailed in the following sections. Activity in ATM: Rule-making Safety Oversight Establishment of Tolerable Safety Levels Safety Performance Monitoring Enforcement actions in case of non-compliance with safety regulatory requirements Airspace Economic Environment Security Organisation responsible The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency and the National Police Board Legal Basis Luftfartslagen (2010:500) - Civil Aviation Act Commission Regulation (EU) No 1034/2011 Luftfartslagen (2010:500) - Civil Aviation Act Luftfartsförordningen (2010:770) - Civil Aviation Ordinance Commission Regulation (EU) No 1034/2011 Luftfartslagen (2010:500) - Civil Aviation Act Luftfartsförordningen ( 2010:770) - Civil Aviation Ordinance Brottsbalken (1962:700) - Penal code Luftfartslagen (2010:500) - Civil Aviation Act Luftfartsförordningen (2010:770) - Civil Aviation Ordinance Commission Regulation (EC) No 1794/2006 amended by (EU) No 1191/2010 Luftfartslagen (2010:500) - Civil Aviation Act Luftfartsförordningen (2010:770) - Civil Aviation Ordinance Luftfartslagen (2010:500) - Civil Aviation Act Luftfartsförordningen (2010:770) - Civil Aviation Ordinance Lag om luftfartsskydd (2004:1100) - Civil Aviation Security Act Civil Aviation Authority - Swedish Transport Agency The Swedish Transport Agency is a government agency operating under the Ministry of Enterprise, Energy and Communications. The core activities within Swedish Transport Agency are: Railway, Civil Aviation, Maritime, Traffic Registry and Road Traffic. The agency is institutionally separated from the ANSPs. The current organisation chart is given in Annex B. Swedish Transport Agency website: Annual Report published: Y Transportstyrelsens Årsredovisning 2011 (Annual Report for 2012 will be available only May 2013) LSSIP Year 2012 Sweden Chapter 1-2 Released Issue

21 1.2 LFV Name of the ANSP: LFV Governance: State enterprise Ownership: 100% State-owned Services provided Y/N Comment ATC en-route Y LFV is the only provider of ATC en-route in Sweden for both civil and military users. ATC approach Y ATC Aerodromes Y AIS Y CNS Y MET Y Partly (MET OBS and MET briefing). ATCO training Y Partly (additional training). Basic training is provided by EPN (Entry Point North). Others Y Additional information: Provision of services in other State(s): N LFV s organisation chart is given in Annex B. LFV website: ACR Name of the ANSP: Aviation Capacity Resources AB (ACR) Governance: Private company Ownership: Private owned Services provided Y/N Comments ATC en-route ATC approach ATC Aerodromes AIS CNS N Y Y N N MET Y MET OBS at aerodromes ATCO training Y Certified for local endorsement training Others Additional information: Provision of services in other State(s): N N ACR, Aviation Capacity Resources AB is a privately owned company which provides air traffic services at four airports in Sweden. ACR is designated as a provider at these airports and to conduct air traffic services for both civil and military aviation. ACR organisational chart is given in Annex B. ACR website: LSSIP Year 2012 Sweden Chapter 1-3 Released Issue

22 1.4 Swedavia Swedavia, is a State-owned airport company which owns, operates and develops 11 airports in Sweden. In addition to this Swedavia also owns Göteborg Säve Airport and is a minority shareholder in the company that operates the airport. The role of Swedavia is to make Sweden accessible for travelling, business and meetings within Sweden, Europe and the rest of the world. Swedavia is the world leading airport company in regard of operating environmental friendly airports. Swedavia s organisation chart is given in Annex B. Swedavia website: Military Authorities The Military Authorities in Sweden (Swedish Armed Forces) is an authority governed by the Swedish Parliament and the Swedish Government and is headed by the Supreme Commander. The leadership is located at the Armed Forces Headquarters in Stockholm. The Military Authorities play, during peacetime, only a minor role in managing the airspace, as civil air navigation service provider are responsible for ANS to the Military. Co-ordination between civil air navigation service providers and the military authorities is ensured through Letters of Agreements (LoA). Military authorities are responsible for the certification of military aircraft and equipment, but have no other ATM regulatory power or ATM provision responsibilities. This is reflected in the tables below, as well as in the LSSIP Database, in which only SLoAs for Military that address the limited regulatory power and the airspace user role are kept. The Swedish Armed Forces website: Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? N/A Additional Information: Swedish Military authorities do not have any ATM regulatory power, excepted for the certification of Military aircraft and equipment. The civil air navigation service provides service for military air traffic hence there is no military service provider in Sweden. The legal basis for these provisions is the Swedish Civil Aviation Act (SFS 2010:500). GAT Provision of service for GAT by the Military governed by national legal provisions? Additional Information: See OAT comment N/A Oversight OAT National oversight body for OAT: N/A Additional information: No OAT services provided by the military GAT National Supervisory Authority (Regulation EC No. 1070/2009) for GAT services provided by the military: N/A Additional information: No GAT services provided by the military. LSSIP Year 2012 Sweden Chapter 1-4 Released Issue

23 1.5.2 Service Provision role Services Provided: OAT Services Provided: En-Route N Provided by LFV En-Route N Approach/TMA N Provided by LFV/ACR Approach/TMA N Airfield/TWR/GND N Provided by LFV/ACR Airfield/TWR/GND N TSA/TRA monitoring GAT AIS N Provided by LFV AIS N MET Y Provided by Swedish Armed Forces SAR Y Provided by Swedish Armed Forces Y Provided by Swedish Armed Forces. MET SAR Other: Provided by LFV Other: N Additional Information: LFV and ACR are the ATS service provider, LFV also provides AIS service. Additional Information: See OAT comment FIS N N N Military ANSP providing GAT services SES certified? N/A If YES, since: -- Duration of the Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: See above User role -- IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Within specific corridors only Within the regular (GAT) national route network Under radar control Within a special OAT route system Under radar advisory service If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF CNS exemptions: RVSM 8.33 Mode S ACAS Others: These measures are applicable only for flying in Swedish airspace 1.6 Airports General information There are 50 instrument airports in Sweden, of which 11 airports are operated by Swedavia. The other airports are in general owned and operated by the municipality where they are located (e.g. Norrköping and Kalmar Airports). Generally Swedish airports own the main part of the ATM related equipment and the ATS Provider is the contractor for the service. LSSIP Year 2012 Sweden Chapter 1-5 Released Issue

24 1.6.2 Airports covered by the LSSIP The criteria to determine the airports concerned by the LSSIP Year 2012 are: - the main national airport of the State; - the airports identified as potentially having an effect upon the network in terms of ATFCM delays; - the airports with more than 150,000 commercial air transport movement in 2010; - the airports contained in the Airport list as indicated in Table 8 of Part 4, Annex B of the ESSIP Plan Edition According to these criteria there are two airports covered in this LSSIP: Stockholm Arlanda Airport (in the Traffic and ATM Performance part and in the ESSIP Objectives Implementation part) and Bromma Stockholm Airport (only in the ESSIP Objectives Implementation part). In addition Göteborg, Malmö- Sturup and Umeå are only covered by ESSIP Objective ENV01, on a voluntary basis. 1.7 Accident/incident Investigation Body Technical investigations Technical investigations following accidents and/or serious incidents are carried out by the Swedish Accident Investigation Authority (SHK). This body performs its functions independently in compliance with Regulation EU No. 996/2010 on the investigation and prevention of accidents and incidents in civil aviation. SHK is reporting to the Ministry of Defence. SHK conducts technical investigations for Civil Aviation aircraft accidents and serious incidents in accordance with EU No. 996/2010. Investigations, reports and annual reports are made public through Accidents and incidents not covered by EU No. 996/2010 may be investigated by the Swedish Transport Agency Collection, Evaluation & Processing of Data The Swedish Transport Agency performs the collection, evaluation, process and storing and dissemination of all information related to accidents, incidents and occurrences, as well as making this information available to the other interested parties according to Directive 2003/42/EC in conjunction with Regulation (EC) 1321/2007, Regulation (EC) 1330/2007 and Regulation (EU) 996/2010. The Swedish Transport Agency will launch a study during 2013 to evaluate the compatibility with ECCAIRS 5 and other programs Civil-Military Accidents/Incidents Civil-Military accidents and serious incidents are normally investigated by SHK with the support of experts from the Armed Forces. LSSIP Year 2012 Sweden Chapter 1-6 Released Issue

25 Chapter 2 - Geographical Scope 2.1 International Membership Sweden is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 EUROCONTROL 1995 European Union 1995 European Common Aviation Area 2006 EASA 2002 ICAO 1946 JAA 1990 NATO No 2.2 Geographical description of the FIR The geographical scope of this document addresses Sweden FIR/UIR. Sweden FIR/UIR is surrounded by FIRs of 9 States, namely Norway FIR/UIR, Kobenhavn FIR/UIR (Denmark), Rhein UIR (Germany), Warszawa FIR/UIR (Poland), Kaliningrad FIR/UIR (Russia non- ECAC), Vilnius FIR/UIR (Lithuania), Riga FIR/UIR (Latvia), Tallinn FIR/UIR (Estonia) and Finland UIR. The Division Flight Level (DFL) separating upper from lower ATS airspace is FL 285. LSSIP Year 2012 Sweden Chapter 2-1 Released Issue

26 2.3 ATC units The ATC units in the Swedish airspace, which are of concern to this LSSIP, are the following: ATC Unit Number of sectors Associated FIR(s) En-route TMA Malmö 10 1 Sweden FIR/UIR Stockholm 11 4 Sweden FIR/UIR Remarks En-route call sign are the same for both Malmö and Stockholm Sweden control. There are two Areas of Responsibility (AOR) in Sweden FIR/UIR, served by Malmö ACC and Stockholm ACC. In general, Controlled Airspace in Sweden comprises all airspace between FL 95 and FL 660, and the airspace within the TMAs, and the CTRs. 2.4 Airspace Classification and Organisation The classification of the airspace in Sweden is shown in the following picture: LSSIP Year 2012 Sweden Chapter 2-2 Released Issue

27 Chapter 3 - National Projects The main projects ongoing in Sweden are the following: Name Schedule Description Scope Status Link with ESSIP Obj. Remote Tower Centre (RTC) This implementation project aims to reduce the costs of providing ATC services for TWR at small and medium sized airports by the use of a remotely operated tower concept. A pilot project will establish a Remote Tower Centre (RTC) with connections to two airports in the northern part of Sweden: Sundsvall and Örnsköldsvik. The project objective is to be the first (worldwide) to be certified for remote aerodrome control service for an airport with regular live traffic for permanent use. The main benefit is reduced cost (for ATS provisions) as well as possibility for improved/extended service. Future updates of technology to this will be derived from the ongoing SESAR JU Remotely operated tower projects 6.9.3, , and (see next column). VHF 2018 Replacement of older VHF radio equipment to enable 8,33 channel separation in mid and northern parts of Sweden. SUPS Through the SUPS project, LFV will deploy separate WAM systems in the Stockholm TMA and in a large part of the northern area of the country, with options to deploy additional systems providing nationwide coverage. The goal of the SUPS program is comprehensive coverage of the LFV area of responsibility. SUPS WAM will support Mode A/C, Mode S, and ADS-B 1090 ES. The system will provide surveillance from low levels in the Stockholm TMA up to 66,000 according to coverage requirements. Live traffic validation will be performed from RTC, using remote aerodrome sensors and systems, networking to remote site and full TWR remote facility including visual environment, during Operational approval is expected Further R&D work with the Remote Tower concepts is handled within SESAR JU, where LFV (via NORACON) is leading the operational development and validation within WP6 and contributing to systems development in WP12. Planned installation Installations of equipment in the beginning of Available for operational integration by 2013 in Stockholm and northern part of Sweden. Then further coverage will follow. - Cost-efficiency Efficiency Safety ITY-AGVCS (part II) - Cost-efficiency Efficiency Safety Environmental Expected Contribution to the Key Performance Areas 1 1 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP Year 2012 Sweden Chapter 3-1 Released Issue

28 ADQ This project aims to adapt the organisation as national AIS and as originator of flight information to the requirements of the ADQ Implementing Rule. This include establishing complete traceability of each piece of information from the moment of creation, up through the value chain until the point the information is published from the AIS. The main added value is significant improvements in quality control and in the long term cost efficiency and safety. ADQ is seen as an important enabler to future ATM concepts. The project was recently started and in the initial planning phase. With focus on overall architecture. ITY-ADQ Primarily safety and overall costefficiency. LFV ATN This project aims to establish a new national COMinfrastructure. This to prepare LFV for e.g. TELCO changes in technology platform. Project started with ongoing procurement - LSSIP Year 2012 Sweden Chapter 3-2 Released Issue

29 4.1 Regional Co-ordination Chapter 4 - Regional Co-ordination and Projects DK-SE FAB - general: During 2012, Denmark and Sweden focused on the remaining FAB-documents to be submitted to the Commission before 24 June 2012 regarding Regulation (EU) No 176/2011. The above mentioned documents were submitted by to the EC dated 22 June 2012 with reference to Art. 6 of Regulation (EU) 176/2011. The submitted documents, including the document provided prior to the FAB-establishment in 2010, were published by the Commission on the EC-website and interested stakeholders were invited to provide observations to the DK-SE FAB documents. The observations provided by stakeholders, including EASA and the Commission, were forwarded to the DK-SE FAB for comments by September The DK-SE FAB reply to the said observations was sent to the Commission by dated 3 December FAB Board: Based on the experience during 2011, the DK-SE FAB Board decided to invite the Danish and Swedish military authorities and en-route air navigation service providers to attend future FAB Board meetings. Airspace: Following a report during first quarter of 2012 from the Danish and Swedish en-route ANSPs, the harmonisation of airspace in the DK-SE FAB has been put on hold in order to find an acceptable airspace strategy for all parties involved. Performance/Charging: The revised Performance plan for the DK-SE FAB was sent to the European Commission on 21 December 2011 and approved in July Monitoring on performance in the Danish-Swedish FAB: after third quarter of 2012 all targets are met! Safety: Target for 2012 is 1.49 serious or major incidents (separation minima infringements) per flying hours. In the three first quarters of 2012 there has been 1 incident in the DK-SE FAB equal to 0.24 incidents per flying hours. Environment: No target at national/fab level. Capacity: Target for 2012 is 0.20 en-route ATFM delay (minutes per flight). In first quarter there were 0.08, in second quarter there were 0.05 and in third quarter of 2012 there were 0.04 minutes delay per flight. Cost efficiency: Unit rates in Denmark and Sweden for 2012 and 2013 are set in accordance with the performance targets in the performance plan for the DK-SE FAB. Oversight: The integrated Danish-Swedish en-route ANSP, NUAC HB, became certified as ATSP as of 1 July 2012 and as a Training Organisation for personnel in air traffic services as of 20 July The process leading up to the certification was performed jointly between the Swedish Transport Agency and the Danish Transport Authority whereas the certificates were signed solely by the Swedish Transport Agency, as the NUAC HB is located in Sweden and thereby comes under Swedish law. A follow-up audit of the NUAC certification process was performed jointly in November 2012, and ongoing oversight of NUAC HB is scheduled for Rule harmonisation: A common Rule Harmonisation Plan for the DK-SE FAB was approved by the FAB Board on 5 December Tasks performed during 2012 were: Harmonised interpretation of Regulation (EU) 1035/2011, Regulation (EU) 805/2011 and Regulation (EU) 1034/2011 and a process leading up to a decision of the entry into force of Regulation (EU) 923/2012 at DK-SE FAB-level. LSSIP Year 2012 Sweden Chapter 4-1 Released Issue

30 4.2 Regional cooperation between Service Providers NUAC - Nordic Unified Air traffic Control The DK-SE FAB was declared in The same year LFV and Naviair established the jointly owned NUAC HB Company. As from 1 July 2012 NUAC HB took over the operation of LFV s and Naviair s three ATCCs in Copenhagen, Malmö and Stockholm, from which NUAC HB as a certified ATS provider handles all the en-route traffic in DK-SE FAB on behalf of LFV and Naviair. The prime objective of NUAC HB is to provide the most safe, efficient and inexpensive operation of air traffic in DK-SE FAB. To achieve this objective the NUAC HB company has jointly with LFV and Naviair among others initiated the implementation of a number of efficiency improvement initiatives that will deliver total savings of EUR 13 million annually for LFV and Naviair at the end of Seen in isolation these activities, including the development of Free Route Airspace, will in the long term lower the airlines costs both related to ATM and fuel consumption. In addition the initiatives will also have a positive effect on the environment and the climate by reducing the companies CO 2 and NO X emissions. A total of 750 employees are seconded from LFV and Naviair to NUAC HB. The ATCCs and ATMsystems remain LFV and Naviair s property and are also on secondment to NUAC. The co-ownership of NUAC HB makes LFV and Naviair well equipped to meet future requirements and expectations in the industry. EPN Entry Point North EPN, owned jointly by AVINOR, LFV and Naviair, was established in 2006 as the first transnational supplier of ATM education and training. The school has its headquarters in Sturup, Sweden and is authorised by the Swedish authorities. EPN offers initial, maintenance and development training and was created with the prime purpose to deliver standardised education of ab initios and controllers in accordance with best practices and regulations from ICAO and EC. In 2011 EPN broadened its range of courses to include the training of technical personnel engaged in the maintenance of ATM equipment known as Air Traffic Safety Electronics Personnel (ATSEP). In addition to training of the three owners own personnel, EPN offers education on a commercial basis. This has among other led to the establishment of Entry Point Central (EPC) ATS training academy in Budapest, which is a subsidiary owned by EPN and HungaroControl. The academy provides courses based on EPN s training programme and methods. The COOPANS alliance The COOPANS alliance has been established between five ANSPs (IAA (Ireland), LFV (Sweden), Naviair (Denmark), Austro Control (Austria) and Croatia Control (Croatia)) with Thales as supplier and partner. The overarching purpose of the alliance is to reduce costs and reduce risks related to investments and operation for each of the five ANSPs through common training, maintenance contracts etc. This is achieved through a harmonised approach where the existing ATM systems are upgraded into one common COOPANS ATM system. The system utilises joint software and harmonised operational and technical procedures in order to limit specific national functionalities. The upgrades are developed in so-called Builds which are subdivided in releases planned to be deployed twice a year. As such the COOPANS ATM system is upgraded gradually, avoiding an expensive big bang migration strategy and ensuring that compliance with a number of EC regulations are met. The COOPANS alliance is expected to reduce system development costs by approximately 30 % compared with the costs each partner would incur if it had to upgrade the technology individually. The first build, Build 1, was deployed in Ireland 2011 followed by Malmö (Sweden) on 3 January 2012 and Copenhagen (Denmark) on 31 March COOPANS will be deployed in Stockholm (Sweden) on 4 January Build 2 will be deployed through a number of releases in the period This will synchronise IAA, LFV and Naviair and also upgrade and include the newest partners in the COOPANS alliance, Austro Control in February 2013 and Croatia Control in February Following this upgrade future Builds will continuously ensure that the ATM systems in the COOPANS-countries are harmonised while at the same time achieving compliance with a number of emerging EC regulations. LSSIP Year 2012 Sweden Chapter 4-2 Released Issue

31 NORACON North European and Austrian consortium NORACON, the North European and Austrian Consortium is led by LFV and consists of Swedavia (former LFV airports) and eight European ANSPs: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). The NORACON consortium is a formal member of the SESAR JU. The purpose of the NORACON consortium is to ensure influence on the technical development in Europe, including protecting the partners long-term strategic investments in the perspective of SESAR. Within the SESAR JU, NORACON is in lead of WP8, Information Management, and is making significant contributions to both operational and technical areas. Key areas for NORACON are: Green Flights 4D AMAN/ DMAN; Integrated Validation; Integration of airports and ATM; Remote towers; Information management; Data link / ADS-B / ASAS (ITP); COOPANS / ATC Systems. Further information at The Borealis alliance The members of Borealis alliance are AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden), LGS (Latvia), NATS (UK) and Naviair (Denmark) The alliance is based on an Alliance Framework Agreement (AFA) signed on 20 June The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. By the establishment of the Borealis alliance the cooperation agreement known as NEAP (North European ANSPs) was formally ended. Borealis has two objectives, the first relates to delivering value through business co-operation between the Members, the second to being collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint business plan. LSSIP Year 2012 Sweden Chapter 4-3 Released Issue

32

33 LSSIP Year 2012 PART - ESSIP OBJECTIVE IMPLEMENTATION LSSIP Year 2012 Sweden Released Issue

34 Conventions Two colour codes are used for each ESSIP Objective box : o o one colour code is used to show the Objective Scope in the Objective ID cell, and another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-state SLoAs) Obj. Progress (**) State s high level progress statement REG (By:mm-yyyy) (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date. Progress (**) Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: SES and SESAR ECIP No Plan ECAC Pan-European Partially Not Applicable EU+ Planned Missing Data Multi-N Multi-National Late APT Airport related LSSIP Year 2012 Sweden Released Issue

35 Chapter 5 - ATM Safety GEN01 Implement European ANS contingency measures for Safety Critical Modes of Operation (By:12/2008 / Active) European Commission regulation (EC) No 2096/2005 is directly applicable in Sweden as a member state of European Union. Contingency planning is also covered by ANS BCL regulations. Contingency measures concerning the Safety Critical Modes of Operation are in place at LFV and training is completed. LFV intends to have a dialog with all stakeholders concerning plans for Service Continuity as a part of Contingency planning. REG (By: ) (By: ) European Commission regulation (EC) No 2096/2005 is directly applicable in Sweden as a member state of European Union. Contingency planning is also covered by ANS BCL regulations. Contingency measures concerning the Safety Critical Modes of Operation are in place and training is completed. LFV intends to have a dialog with all stakeholders concerning plans for Service Continuity as a part of Contingency planning. MIL (By: ) Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, Not Applicable so the and REG SLoAs are Not Applicable. SAF04 Implement measures to reduce the risk of level bust occurrences (By:01/2008 / Active) Relevant parts of the European Action Plan for Prevention of Level Busts and those parts of the national legislation which deal with these items. This was completed in ANSP provides reports on level busts and other incidents to SCAA. This information is fed into ECCAIRS from which different reports can be obtained per Key Risk Area. REG (By: ) ANSP provides reports on level busts and other incidents to SCAA. This information is fed into ECCAIRS from which different reports can be obtained per Key Risk Area. (By: ) Relevant parts of the Level Bust Action Plan has been implemented in 2006 by LFV and inherited by ACR at applicable ATS. MIL (By: ) for military aircraft crew. Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the and REG SLoAs are Not Applicable. SAF05 Implement measures to prevent air/ground communications induced safety occurrences. (By:01/2010 / Active) Relevant parts of the European Action Plan for Air/Ground Communications Safety and those parts of the national legislation which deal with these items. LFV/ANS provides reports on air/ground communications induced occurrences and other incidents to Swedish Transport Agency. This information is fed into ECCAIRS from which different reports can be obtained per Key Risk Area. REG (By: ) (By: ) ANSP provides reports on air/ground communications induced occurrences and other incidents to Swedish Transport Agency. This information is fed into ECCAIRS from which different reports can be obtained per Key Risk Area. Relevant parts of the European Action Plan for Air/Ground Communications Safety and those parts of the national legislation which deal with these items has been implemented. LSSIP Year 2012 Sweden Chapter 5-1 Released Issue

36 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements (By:12/2011 / Active) The European Action Plan and the Swedish action plan have been promulgated on Swedish Transport Agency web. Risk reduction measures will be considered, implemented and monitored. REG (By:12/2011) The European Action Plan and the Swedish action plan have been promulgated on Swedish Transport Agency web. Monitoring of implementation will be performed. Late Late 12/ /2014 (By:12/2011) Relevant actions with regard to recommendations in the National plan Airspace Late Infringement Risk Reduction measures will be considered and implemented. 12/2014 MIL (By:12/2011) Appropriate parts of the European Action Plan have been implemented. 10/2009 LSSIP Year 2012 Sweden Chapter 5-2 Released Issue

37 Chapter 6 - Airspace Organisation and Management AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2018 / Active) Handling of Operational Air Traffic (OAT) and General Air Traffic (GAT) is harmonised. 11/2012 REG (By: ) National legislation is published and updated in accordance with EUROAT. 03/2012 (By: ) Common principles for EUROAT according to Swedish regulation are applied. 11/2012 MIL (By: ) Military aeronautical information is migrated to EAD. Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the and REG SLoAs are Not Applicable. 11/2012 AOM19 Implement Advanced Airspace Management (By:12/2015 / Active) Planned Guidance material will be assessed for determining level of compliance. Mil. flight plans will be amended according to notified dynamic airspace changes. 12/2015 (By: ) A number of SLoAs have been completed or are Not Applicable. Guidance material will be assessed for determining level of compliance. Automated ASM support system is under consideration. ACR provides only TWR/APP services, without advanced airspace management. Planned 12/2015 MIL (By: ) Flight plans have been amended according to notified dynamic airspace changes. Regarding the improved notification process, awaiting EUROCONTROL specification. Mil. Authority has no ATM Service Provision role, so the SLoAs are Not Applicable. Planned 12/2015 AOM20 Implement ATS Route Network (ARN) - Version 7 (By:10/2013 / Active) Planned Relevant parts are implemented and published in AIP. 10/2013 (By: ) Relevant parts are implemented and published in AIP. 11/2012 MIL (By: ) Military Authority has no ATM service provision role, so the SLoAs are not applicable. However, Military participates in ASM lv 1 meetings for planning of new routes, changes to airspace etc. Planned 10/2013 LSSIP Year 2012 Sweden Chapter 6-1 Released Issue

38 Chapter 7 - Air Traffic Control & Data Processing Systems ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 (By:01/2013 / Active) LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. All is completed. National regulations for the use of STCA are in force since 1 January 2005 but the choice of the version and specifications is left to ANSP. 11/2012 REG (By: ) (By: ) MIL (By: ) STCA was initially approved 03/2005. Introduction of the change into service, has been reviewed, analysed and ANSP notified of accepted changes. 11/2012 LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. 11/2012 Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, Not Applicable so the and REG SLoAs are Not Applicable. ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 (By:12/2016 / Active) APW is already implemented in EUROCAT2000E and Topsky and will be compared to EUROCONTROL Specification on APW. (By: ) APW is already implemented in EUROCAT2000E and Topsky. The existing APW function will be compared to the approved EUROCONTROL specification on APW to determine any delta. Partially Partially 12/ /2013 MIL (By: ) Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, Not Applicable so the and REG SLoAs are Not Applicable. ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 (By:12/2016 / Active) Planned MSAW is already implemented, but is not operationally used. The existing MSAW function will be compared to the approved EUROCONTROL Specification on MSAW. (By: ) MSAW is already implemented in EUROCAT2000E and Topsky but is not operationally used. The existing MSAW function will be compared to the approved EUROCONTROL Specification on MSAW to determine any delta and possible modifications or implementation in other systems in use. Planned 12/ /2013 MIL (By: ) Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, Not Applicable so the and REG SLoAs are Not Applicable. LSSIP Year 2012 Sweden Chapter 7-1 Released Issue

39 ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 (By:12/2016 / Active) Planned Awaiting approved Eurocontrol specification on APM as the basis for implementation of APM. 12/2013 (By: ) MIL (By: ) The EUROCONTROL Specification will be used as basis for planning of any Planned implementation in systems. 12/2013 Military Authority has no ATM Service Provision role, so the SLoAs are Not Not Applicable Applicable. ATC07.1 Implement arrival management tools (By:12/2015 / Active) Basic AMAN functionality is already in place through the MAESTRO sequencing function which is integrated in the EUROCAT2000E. (By: ) Basic AMAN functionality is already in place through the MAESTRO sequencing function which is integrated in the EUROCAT2000E. ATC12 Implement automated support for conflict detection and conformance monitoring (By:12/2016 / Active) LFV operates MTCD function in Malmö and Stockholm ACCs. Conformance monitoring functions safety assessment will be reviewed, analysed and ANSP notified of accepted changes. REG (By: ) MTCD was initially approved 03/2005 and improvements was approved 01/2012 and also foreseen 01/2013. Conformance monitoring functions safety assessment will be reviewed, analysed and ANSP notified of accepted changes. 11/ /2012 (By: ) LFV operates MTCD function in Malmö and Stockholm ACCs. 12/2008 ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:12/2017 / Active) AMAN is implemented and approved as a part of Eurocat. 12/2008 REG (By: ) System and procedures approved as a part of Eurocat. 12/2008 (By: ) AMAN is implemented and in operational use in Stockholm and Malmö ACC. 12/2008 ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015 / Active) Late Aircraft operators are informed and procedures in place to supervise the compliance with regulatory provisions. Monitoring system is in place and all concerned personnel have been trained. Part of the transport type aircraft are equipped with ACAS II (TCAS II Version 7.1) and the remainder will be equipped up till /2019 REG (By: ) Aircraft operators are informed and procedures in place to supervise the Planned compliance with regulatory provisions. 12/2015 (By: ) Monitoring system is in place and all concerned personnel have been trained. 12/2011 MIL (By: ) Part of the transport type aircraft are equipped with ACAS II (TCAS II Version 7.1) and the remainder will be equipped up till Training plan of tactical aircraft will be developed. Late 12/2019 LSSIP Year 2012 Sweden Chapter 7-2 Released Issue