local single sky implementation (lssip) sweden...certification of military aircraft and equipment,...

Year 2014 - Level 1

Local Single Sky ImPlementation (LSSIP) SWEDEN

EUROCONTROL

LSSIP Year 2014 Sweden Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Sweden

Infocentre Reference: 15/01/12-38

Document Identifier Edition: Year 2014

LSSIP Year 2014 Sweden Edition Date: 27/02/2015

LSSIP Focal Point - Eva NORÉUS [email protected] Transportstyrelsen (Swedish Transport

Agency)

LSSIP Contact Person Danny DEBALS

Liliana DUMITRESCU

[email protected]

[email protected]

Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Sweden (SE) - LDU\Year 2014\Released\LSSIP Year 2014 SE Released.doc

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/guidance-material

2 ESSIP Plan Edition 2013 www.eurocontrol.int/pepr

3 ESSIP Report 2012 www.eurocontrol.int/pepr

4 STATFOR Forecasts http://www.eurocontrol.int/statfor

5 Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries

6 European ATM Master Plan https://www.atmmasterplan.eu/

7 LSSIP Documents http://www.eurocontrol.int/articles/lssip

8 National AIP http://www.lfv.se/sv/FPC/IAIP/

9 FAB Performance Plan http://www.transportstyrelsen.se/sv/Luftfart/Flygplatser-och-flygtrafiktjanst/Flygtrafiktjanst/Prestationsplan/


APPROVAL SHEET

The following authorities have approved all parts of LSSIP Year 2014 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European Single Sky ImPlementation (ESSIP) Plan. – Edition 2014.


TABLE OF CONTENTS

Executive Summary ................................................................................................................................. 1

Introduction .............................................................................................................................................. 4

Chapter 1 - National ATM Environment ................................................................................................... 5 1.1 Geographical Scope ................................................................................................................. 5

1.1.1 International Membership ..................................................................................................... 5 1.1.2 Geographical description of the FIR(s) ................................................................................ 5 1.1.3 Airspace Classification and Organisation ............................................................................ 6

1.2 National Stakeholders .............................................................................................................. 6 1.2.1 Civil Regulator(s) .................................................................................................................. 7 1.2.2 Air Navigation Service Providers.......................................................................................... 8 1.2.3 Airports ................................................................................................................................. 9 1.2.4 Military Authorities .............................................................................................................. 10

Chapter 2 - Traffic and Capacity ............................................................................................................ 12 2.1 Evolution of traffic in Sweden ................................................................................................. 12 2.2 MALMÖ ACC .......................................................................................................................... 13

2.2.1 Traffic and en-route ATFM delays 2010-2019 ................................................................... 13 2.2.2 Performance summer 2014 ................................................................................................ 13 2.2.3 Planning Period 2015-2019 – Summer .............................................................................. 14

2.3 STOCKHOLM ACC ................................................................................................................ 15 2.3.1 Traffic and en-route ATFM delays 2010-2019 ................................................................... 15 2.3.2 Summer 2014 performance ............................................................................................... 16 2.3.3 Planning Period 2014-2018/19 - Summer .......................................................................... 16

Chapter 3 - ESSIP Report recommendations ........................................................................................ 18

Chapter 4 - National Projects ................................................................................................................. 19

Chapter 5 - Regional Co-ordination ....................................................................................................... 22 5.1 FAB Co-ordination .................................................................................................................. 22 5.2 FAB Projects .......................................................................................................................... 23 5.3 Regional coordination ............................................................................................................ 23

5.3.1 Regional Cooperation Initiatives ........................................................................................ 23 5.3.2 Regional Projects are detailed in section 5.2. .................................................................... 25

Chapter 6 - ESSIP Objective Implementation ........................................................................................ 26 6.1 ESSIP Objectives Implementation progress .......................................................................... 27 6.2 Alignment of PCP with ESSIP Objectives and related progress ............................................ 41

ANNEXES

LSSIP Year 2014 Sweden 1 Released Issue

Executive Summary

National ATM 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.

During first half of 2014 Denmark and Sweden focused primarily on replying to the EU Pilot on FABs. The replies to the Commission were in general closely coordinated with NEFAB due to the inter-FAB arrangements, NEFRA Program and NamCon (MET-Consortium). By August 2014, the Commission informed Denmark and Sweden that the EU Pilot on FABs was closed.

During 2014, the DK-SE FAB has increased its activities regarding inter-FAB collaboration, in particular with NEFAB, at all levels.

The Service providers within NEFAB and DK-SE FAB have formed a project NEFRA (Northern Europe Free Route Airspace), to accommodate the decision taken by the ministries in the Nordic countries. A NEFRA Programme Management Plan, including milestones etc., has been adopted by the six ANSPs involved. NEFRA CONOPS and Technical specification are developed. Project is on-going and implementation date is November 2015. The 7 states CEO report back the initiative to the ministries, the principals.

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. The civil air navigation service provides service for military air traffic – hence there is no military service provider in Sweden and the ATC-system for ACC and TWR/APP is integrated civil and military. Co-ordination between civil Air Navigation Service Providers and Military authorities are ensured through LoAs.

Traffic and Capacity

Stockholm and Malmö ACC will have sufficient capacity to cope with the expected traffic growth during the planning period.

ESSIP Objective Implementation

In general the implementation of ESSIP Objectives remains satisfactory, as shown in the table below.

The exceptions are:-

- COM09 international services migration from X.25 to IP will be completed 1st quarter 2015.

- COM10 AMHS capability (Basic ATSMHS) and gateway facilities to AFTN will be implemented during 2015.

- INF07 implementation of eTOD May 2018 is foreseen to be delayed to December 2020 according to Sweden’s notification of differences to ICAO.

- ITY-FMTP common flight message transfer protocol transition for each adjacent ACC will take place individual until end of 2015.

- SAF10 implement measures to reduce airspace infringements, all actions are foreseen to be implemented during 2015. Update of national legislations will be completed in February 2015.

Two objectives are slightly delayed with two month depending on rescheduled system upgrades.

- ITY-AGDL initial ATC air-ground data link services above FL-285 are delayed 2 month and will be operational in April 2015.

- ITY-COTR ground-ground automated co-ordination processes, one remaining SloA is delayed 2 month and will be operational in April 2015.

Following objectives are planned to be completed in 2015 and 2016: ATC16, COM09, COM10, FCM03, ITY-AGDL, ITY-COTR, ITY-FMTP, SAF10, SAF11, AOP04.2 Stockholm- Arlanda, AOP05 Stockholm-Arlanda.

Following objectives were completed in 2014: AOM19, ATC07.1, NAV10.


LSSIP 2014 - Sweden * FOC Date █ Planned implementation date (see legend at the bottom of the table)

State-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

[IDP] [E] *

AOM19 Implement Advanced Airspace Management [IDP] [E] *

AOM21 Implementation of Free Route Airspace [IDP] [E] *

AOP03 Improve runway safety by preventing runway incursions [IDP] * ATC02.2 Implement ground based safety nets - Short Term Conflict

Alert (STCA) - level 2 [E] *

ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 [E] *

ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 [E] *

ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 [E] *

ATC07.1 Implement arrival management tools [E] * ATC12 Implement automated support for conflict detection and

conformance monitoring [E] *

ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 Electronic Dialogue as Automated Assistance to Controller

during Coordination and Transfer [IDP]

[E] *

COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

[IDP] * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in

ATM *FCM01 Implement enhanced tactical flow management services [E] * FCM03 Implement collaborative flight planning [IDP]

[E] *

FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E]

FCM05 Implementation of interactive rolling NOP [IDP] [E] *

INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) *ITY-ACID Aircraft identification ITY-ADQ Ensure quality of aeronautical data and aeronautical

information [E] *

ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] *

ITY-AGVCS2 Implement air-ground voice channel spacing requirements below FL195 *

ITY-COTR Implementation of ground-ground automated co-ordination processes [E] *

ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability *NAV03 Implementation of P-RNAV [E] * NAV10 Implement APV procedures [IDP]

[E] *

SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements *

SAF11 Improve runway safety by preventing runway excursions *SRC-RLMK Implement the EUROCONTROL Safety Regulatory

Requirements (ESARRs) SRC-SLRD Safety Levels and Resolution of Deficiencies


Airport-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

ESGG-Göteborg

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements

[IDP] * ESMS-Malmö Sturup


[IDP] * ESNU-Umea


[IDP] * ESSA-Stockholm - Arlanda

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1

[E] * AOP04.2 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level 2 *AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP]

[E] * ENV01 Implement Continuous Descent Operations (CDO)

techniques for environmental improvements [IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

ESSB-Stockholm - Bromma

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1

[E] * AOP04.2 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level 2 *AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP]

[E] * ENV01 Implement Continuous Descent Operations (CDO)

techniques for environmental improvements [IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned 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.


Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation 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. The LSSIP document – Year 2014 describes the situation in the State at the end of December 2014.

The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them:

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organizations, the organizational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organization and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided in this chapter.

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;

Chapter 3 provides a set of recommendations extracted from the ESSIP Report which are relevant to the state/stakeholders concerned. The state reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations;

Chapter 4 provides a set of the main ATM national projects which contribute directly to the implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states per each project included in this chapter;

Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the states concerned;

Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. 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: Chapter 6 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.

Note: The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.


Chapter 1 - National ATM Environment

1.1 Geographical Scope

1.1.1 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

EASA 2002

ICAO 1946

NATO NO

ITU 1866

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document addresses Sweden FIR.

Sweden FIR is surrounded by FIR(s) 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 FIR/UIR.

The Division Flight Level (DFL) is not applied in Sweden.


1.1.3 Airspace Classification and Organisation

The classification of the airspace in Sweden is shown in the following picture:

1.2 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 and their relationships are shown in the diagram below.


1.2.1 Civil Regulator(s)

1.2.1.1 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: Organisation responsible

Legal Basis

Rule-making The Swedish Transport Agency

Luftfartslagen (2010:500) - Civil Aviation Act

Safety Oversight The Swedish Transport Agency

Commission Regulation (EU) No 1034/2011

Enforcement actions in case of non-compliance with safety regulatory requirements

The Swedish Transport Agency


Luftfartsförordningen ( 2010:770) - Civil Aviation Ordinance

Brottsbalken (1962:700) - Penal code

Airspace The Swedish Transport Agency


Luftfartsförordningen (2010:770) - Civil Aviation Ordinance

Economic The Swedish Transport Agency

Commission Regulation (EC) No 1794/2006 amended by (EU) No 1191/2010 and (EU) No 391/2013

Environment The Swedish Transport Agency

Luftfartslagen (2010:500) - Civil Aviation Act Luftfartsförordningen (2010:770) - Civil Aviation Ordinance

Security The Swedish Transport Agency and the National Police Board

Luftfartslagen (2010:500) - Civil Aviation Act Luftfartsförordningen (2010:770) - Civil Aviation Ordinance

Lag om luftfartsskydd (2004:1100) - Civil Aviation Security Act

Accident investigation Swedish Accident Investigation Authority (SHK)

Regulation (EU) No 996/2010 of the European Parliament and of the Council

Accident Investigation Act (1990:712)

Accident Investigation Ordinance (1990:717)

Ordinance providing Instructions for Swedish Accident Investigation Authority (2007:860)

Swedish Transport Agency

Accidents and incidents not covered by EU No. 996/2010 may be investigated by the Swedish Transport Agency.

1.2.1.1 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: www.transportstyrelsen.se

Annual Report published: Y Transportstyrelsens årsredovisning 2103 Dnr TSG 2014-192 http://www.transportstyrelsen.se/Global/Om_oss/Finansiering/Transportstyrelsens-%c3%a5rsredovisning-2013.pdf


1.2.2 Air Navigation Service Providers

1.2.2.1 ANSP – 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 Aerodrome(s) 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

Additional information:

Provision of services in other State(s):

N

Annual Report published: Y LFV Annual Report 2013 http://www.lfv.se/Global/press/Dokumentbank/LFV-%c3%a5rsredo_2013_engelsk.pdf This is the annual report covering yearly activities of the ANSP.

LFV’s organisation chart is given in Annex B.

LFV website: www.lfv.se

1.2.2.2 ACR

Name of the ANSP: Aviation Capacity Resources AB (ACR)

Governance: Private company Ownership: Private owned

Services provided Y/N Comments

ATC en-route N

ATC approach Y

ATC Aerodromes Y

AIS N

CNS N

MET Y MET OBS at aerodromes

ATCO training Y Certified for local endorsement training

Others N

Additional information:

Provision of services in other State(s):

N

Annual Report published: Y ACR Annual Report 2013 available through http://www.bolagsverket.se/en/us/about/e-services/foretagsfakta This is the annual report covering yearly activities of the ANSP.

ACR website: www.acr-sweden.se

ACR’s organisation chart is given in Annex B.


1.2.2.3 ATC system in use

Specify the manufacturer of the ATC system currently in use: Thales Topsky

Major upgrade1 of the ATC system is performed or planned? Upgrades are deployed twice a year as part of the COOPANS release-concept.

1.2.2.4 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) Remarks

En-route TMA

Malmö 10 1 Sweden FIR En-route call sign are the same for both Malmö and Stockholm – “Sweden Control”.

Stockholm 11 3 Sweden FIR

There are two Areas Of Responsibility (AOR) in Sweden FIR, served by Malmö ACC and Stockholm ACC.

In Stockholm TMA the three sectors are served by one or two additional op. positions (ARR/DEP/DIR) in order to handle the traffic in an efficient and safe manner. There is also one coordinator position to support the controllers in the TMA sectors.

In general, Controlled Airspace in Sweden comprises all airspace between FL 95 and FL 660, and the airspace within the TMAs and CTRs.

1.2.3 Airports

1.2.3.1 General information

There are 47 instrument airports in Sweden, of which 10 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). Two military aerodromes are also used for regular civil traffic.

Generally Swedish airports own the main part of the ATM related equipment and the ATS Provider is the contractor for the service.

1.2.3.2 Airport(s) covered by the LSSIP

APO SloAs are contained in the following objectives: ENV, APO, INF07, ITY-ADQ and SAF11.

In addition to the Annex B of the ESSIP Plan edition 2014, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives.

There are four airports covered in this LSSIP: Stockholm Arlanda Airport, Göteborg Landvetter Airport, Malmö Airport and Umeå Airport.

Bromma Stockholm Airport is not included in the LSSIP report as Bromma Stockholm Airport of today has reached its capacity limit under current environmental permit. No investments will be made until agreement is prolonged with Stockholm City Municipalty.

1.2.3.3 Swedavia

Swedavia, is a State-owned airport company which owns, operates and develops 10 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.

Swedavia’s organisation chart is given in Annex B.

Swedavia website: www.swedavia.se

1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))


1.2.4 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, a limited role in managing the airspace. 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). Co-ordination between civil air navigation service providers and the military authorities is ensured through Letters of Agreements (LoAs).

Besides the LoA there is an agreement between Swedish Armed Forces and Swedish Transport Agency concerning military demands for ATC.

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: www.forsvarsmakten.se

1.2.4.1 Regulatory role

Regulatory framework and rule-making

Oversight

OAT GAT

OAT and provision of service for OAT governed by national legal provisions?

N/A Provision of service for GAT by the Military governed by national legal provisions?

N/A

Level of such legal provision: N/A Level of such legal provision: N/A

Authority signing such legal provision N/A Authority signing such legal provision: N/A

These provisions cover: These provisions cover:

Rules of the Air for OAT

Organisation of military ATS for OAT Organisation of military ATS for GAT

OAT/GAT Co-ordination OAT/GAT Co-ordination

ATCO Training ATCO Training

ATCO Licensing ATCO Licensing

ANSP Certification ANSP Certification

ANSP Supervision ANSP Supervision

Aircrew Training ESARR applicability

Aircrew Licensing

Additional Information: see 1.2.3 above Additional Information: See OAT comment

Means used to inform airspace users (other than military) about these provisions:

Means used to inform airspace users (other than military) about these provisions:

National AIP N National AIP N

National Military AIP N National Military AIP N

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: N Other: N

OAT GAT

National oversight body for OAT: N/A NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A

Additional information: No OAT services provided by the military.

Additional information: No GAT services provided by the military.


1.2.4.2 Service Provision role

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.

1.2.4.3 User role

1.2.4.4 Flexible Use of Airspace (FUA)

OAT GAT

Services Provided: 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

AIS N Provided by LFV AIS N

MET Y Provided by Swedish Armed Forces

MET N

SAR Y Provided by Swedish Maritime Administration

SAR N

TSA/TRA monitoring Y Provided by Swedish Armed Forces.

FIS N

Other: Provided by LFV Other: N

Additional Information: LFV and ACR are the ATS service providers, LFV also provides AIS service.

Additional Information: See OAT comment

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

Military in <State> applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




Chapter 2 - Traffic and Capacity

2.1 Evolution of traffic in Sweden

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

1,000,000

2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

IFR

flig

hts

Sweden - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

H 2.9% 4.9% 4.8% 3.8% 3.6% 3.5% 3.3%

B 9.1% -0.1% 0.9% 2.7% 3.6% 3.0% 2.4% 2.3% 2.3% 2.4%

L 2.4% 1.9% 1.0% 0.9% 0.9% 0.7% 0.9%

ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1%

EUROCONTROL Seven-Year Forecast (September 2014)IFR flights yearly growth

Sweden

2014

Traffic in Sweden increased by 1.0% during Summer 2014 (May to October inclusive), when compared to Summer 2013.

2015-2019

The STATFOR medium-term forecast (MTF) predicts an average annual growth between 1.1% and 4.1% during the 5 year planning cycle, with a baseline growth of 2.7%.


2.2 MALMÖ ACC

2.2.1 Traffic and en-route ATFM delays 2010-2019

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 1658 1732 1698 1713 1729

Summer Traffic 1408 1498 1451 1488 1505

Yearly Traffic 1296 1391 1359 1377 1393

Summer Traffic Forecast 1550 1610 1654 1702 1750

High Traffic Forecast - Summer 1575 1664 1735 1808 1886

Low Traffic Forecast - Summer 1518 1534 1561 1589 1606

Summer enroute delay (all causes) 0.06 0.06 0.00 0.00 0.01

Yearly enroute delay (all causes) * 0.07 0.05 0.04 0.00 0.01

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

1800

2000

En

rou

te D

ela

y (m

inu

tes

pe

r fli

ght)

IFR

flig

hts

(D

aily

Ave

rag

e)

ESMMACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014

2.2.2 Performance summer 2014

Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+1.1 % 124 (0%) 0.10 0.01 No

The average en-route delay per flight remained at zero minutes per flight in Summer 2014.

Capacity Plan 1 % Achieved Comments

Continuous improvements on the ATS route network Yes

Optimizing the use of FRA when military areas are active Yes

Sector configurations adapted to traffic demand Yes

Maintain appropriate level of staffing to open up to 11 sectors Yes

Minor updates of COOPANS Yes

Maximum configuration: 4/5 (E) + 3/4 (W) +2 (L) Yes

Summer 2014 performance assessment

The ACC capacity baseline was estimated to be at the same level as in Summer 2014. During the measured period, the average peak 1 hour demand was 120 and the average peak 3 hour demand was 109.


2.2.3 Planning Period 2015-2019 – Summer

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.

2015 2016 2017 2018 20190.07 0.07 0.07 0.06 0.060.1 0.1 0.1 0.09 0.09

Annual

En-route ATFM delay breakdown - Reference Values

Summer

ESMMCTA

H 125 1% 127 2% 130 2% 135 4% 142 5%

Ref. 124 0% 125 1% 127 2% 130 2% 133 2%

L 124 0% 124 0% 124 0% 124 0% 125 1%

Open 124 0% 125 1% 127 2% 130 2% 133 2%

C/R 124 0% 125 1% 127 2% 130 2% 133 2%

Capacity ProfilesProfiles (hourly movements and % increase over previous year)

ESMM 124

20192015 2016 2017 2018ACC

2014 baseline

Capacity Plan

2015 2016 2017 2018 2019

Free Route Airspace Possible alignment with FRA within NEFAB Airspace Management

Advanced FUA Optimizing the use of FRA when military areas are active

Airport & TMA Network Integration

Cooperative Traffic Management

Improved ATFCM, working with occupancy counts

Airspace

Continuous improvements on the ATS route network DFL change to 305

Vertical split of

sector 2 (at 355)

Procedures CPDLC

Staffing Maintain appropriate level of staffing to open up to 11 sectors

Training for 3 to 2 sector groups controller ratings

Technical Minor updates of COOPANS

Capacity Sector configurations adapted to traffic demand

Significant Events

Max sectors 4/5 (E) + 3/4 (W) +2 (L)

11 (2 sector groups)




Capacity increase p.a. 2% 5% 1% 1% 1%

Reference profile 0% 1% 2% 2% 2%

Additional information Sector 2 might reach its capacity limits during peak periods in 2015. This will be solved with the vertical split planned for Summer 2016.


2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 124 125 127 130 133

Capacity Profile ‐ Shortest Routes (Open) 124 125 127 130 133

Capacity Profile ‐ Current Routes 124 125 127 130 133

Capacity Profile ‐ High 125 127 130 135 142

Capacity Profile ‐ Low 124 124 124 124 125

Capacity Baseline 124 124

2015 ‐ 2019 Plan 126 132 133 134 135

80

90

100

110

120

130

140

150Cap

acity profile (movements per hour)

ESMMACC - Reference capacity profile and alternative scenarios

2015-2019 Planning Period Outlook

Malmö ACC will have sufficient capacity to cope with the expected traffic growth during the planning period.

2.3 STOCKHOLM ACC

2.3.1 Traffic and en-route ATFM delays 2010-2019

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 1444 1485 1428 1451 1426

Summer Traffic 1069 1133 1090 1113 1119

Yearly Traffic 1021 1094 1062 1069 1082

Summer Traffic Forecast 1159 1193 1218 1242 1263

High Traffic Forecast - Summer 1172 1224 1260 1297 1335

Low Traffic Forecast - Summer 1128 1143 1153 1161 1173

Summer enroute delay (all causes) 0.06 0.16 0.04 0.04 0.09

Yearly enroute delay (all causes) * 0.19 0.14 0.02 0.05 0.06

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600E

nro

ute

De

lay

(min

ute

s p

er

flig

ht)

IFR

flig

hts

(Dai

ly A

vera

ge)

ESOSACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014


2.3.2 Summer 2014 performance

Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+0.6 % 112 (0%) 0.00 0.09 No

The average en-route delay per flight slightly increased to 0.09 minutes per flight in Summer 2014.

58% of the delays were for the reason Equipment (ATC) and 33% for Weather.

Capacity Plan 1 % Achieved Comments

Continuous improvements on the ATS route network Yes

Optimizing the use of FRA when military areas are active Yes

Sector configurations adapted to traffic demand Yes

Maintain appropriate level of staffing to open up to 11 sectors Yes

Minor updates of COOPANS Yes

Maximum configuration: 3 (M) + 4 (N) + 4 (S) Yes

Summer 2014 performance assessment

The ACC capacity baseline was estimated to be at the same level as in Summer 2013. During the measured period, the average peak 1 hour demand was 82 and the average peak 3 hour demand was 75.

2.3.3 Planning Period 2014-2018/19 - Summer

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.

2015 2016 2017 2018 20190.07 0.06 0.07 0.07 0.070.03 0.02 0.02 0.03 0.03

Annual

En-route ATFM delay breakdown - Reference ValuesESOSCTA

Summer

H 112 0% 112 0% 112 0% 112 0% 112 0%

Ref. 112 0% 112 0% 112 0% 112 0% 112 0%

L 112 0% 112 0% 112 0% 112 0% 112 0%

Open 112 0% 112 0% 112 0% 112 0% 112 0%

C/R 112 0% 112 0% 112 0% 112 0% 112 0%

Capacity Profiles

ACC2014

baseline Profiles (hourly movements and % increase over previous year)

2015

ESOS 112

2016 2017 2018 2019

Capacity Plan

2015 2016 2017 2018 2019

Free Route Airspace Possible alignment with FRA within NEFAB Airspace Management

Advanced FUA Optimizing the use of FRA when military areas are active

Airport & TMA Network Integration

Airport CDM at ESSA

Cooperative Traffic Management

Improved ATFCM, working with occupancy counts

Airspace Continuous improvements on the ATS route network

Procedures CPDLC

Staffing Maintain appropriate level of staffing to open up to 11 sectors

Training for 3 to 2 sector groups controller ratings

Technical Minor updates of COOPANS

Capacity Sector configurations adapted to traffic demand

Significant Events

Max sectors 3 (M) + 4 (N) +

4 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S)

Capacity increase p.a. 2% 2% 1% 1% 1%

Reference profile 0% 0% 0% 0% 0%

Additional information Sector 2 might reach its capacity limits during peak periods.


2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 112 112 112 112 112

Capacity Profile ‐ Shortest Routes (Open) 112 112 112 112 112

Capacity Profile ‐ Current Routes 112 112 112 112 112

Capacity Profile ‐ High 112 112 112 112 112

Capacity Profile ‐ Low 112 112 112 112 112

Capacity Baseline 112 112

2015 ‐ 2019 Plan 114 116 117 118 119

80

85

90

95

100

105

110

115

120

125Cap

acity profile (movements per hour)

ESOSACC - Reference capacity profile and alternative scenarios

2015-2019 Planning Period Outlook

Stockholm ACC will have sufficient capacity to cope with the expected traffic growth during the planning period.


Chapter 3 - ESSIP Report recommendations

Recommendations issued from the ESSIP Report for 2013 applicable to Sweden for all items that require corrective actions and improvements.

Reference number

Recommendation Ownership

REC-2013-1 (5)

Local Stakeholders that declared delays in implementation of SAF10 to take corrective measures to reduce the implementation delays.

BE, BG, CZ, IE, ES, AZ, BA, LV, EE, MD, ME, MK, UA, GR, HR, HU, PT, TR,

RS, SE, SI, AL

State feedback: All actions are foreseen to be implemented during 2015. Update of national legislations will be completed in February 2015.

REC-2013-1 (11) Local Stakeholders that declared delays in implementation of ITY-AGDL to take corrective measures to reduce the implementation delays.

AT, IT, PT, SK, SI, SE, NO, RS, ES, ME, FR, MT

State feedback: LFV plan to support CPDLC over ATN/VDL Mode 2 in accordance with EC Regulation No 29/2009 16/04/2015 it means a delay of about 2 month, no corrective measures will be implemented. Transport-type State aircraft taken into service from 1 January 2014 is equipped with data link capabilities.

REC-2013-4 Ensure better planning reliability at local level. All States

State feedback: Planning reliability is depending on known prerequisites, but these may change during the planning horizon.

REC-2013-5 The ANSPs should ensure synchronised system evolution between neighbouring States.

All ECAC ANSPs

State feedback: LFV ensures a synchronised system evolution between neighbouring states through the participation in the Borealis Alliance (Norway (Avinor), Estonia (EANS), Finland (Finavia), Ireland (IAA), Iceland (ISAVIA), Denmark (Naviair), Latvia (LSG) and the UK (NATS) NATS – UK). Moreover LFVs partnership in the COOPANS Alliance (Austria (Austro Control), Croatia (Croatia Control), Ireland (IAA) and Denmark (Naviair) and the cooperation between DK-SE FAB and NEFAB further provides for a synchronised system evolution between neighbouring States.

REC-2013-15

The ANSPs within a FAB should coordinate their system renewal and capability evolution more closely in order to deliver larger scale performance improvements to customers.

FAB ANSPs

State feedback: In DK-SE FAB both LFV and Naviair are part of the COOPANS Alliance which assures a complete coordinated plan for renewal and capability evolution to ensure larger scale performance improvements to customers. Furthermore LFV and Naviair have formed a common subsidiary company, NUAC, which is responsible for handling all En Route traffic in DK-SE FAB.


Chapter 4 - National Projects

The main projects currently ongoing in Sweden are depicted in the table below.

Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references

Expected Contribution to the Key Performance Areas *

LFV (SE) 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.

2012-2017 The project started in 2012 with the initial planning phase. During 2013 - ADQ awareness campaigns has been performed - AIS internal processes and routines have been adapted to meet the ADQ requirements - minor system modifications have been implemented - Service Level Agreements (SLAs) with data originators (such as airports and other parties according to chapter 2.2 in the ADQ Implementing Rule) have been signed by a majority of the stakeholders.

ESSIP:ITY-ADQ

OI-Steps: - Other: -

Capacity: -

Safety: improved consistency, reliability and integrity. Environment: - Cost-Efficiency: avoidance of repair, correction and re-work activities at data provider and data user level

BUS Replacement of PSR incl. Mode S in Stockholm TMA. Note. Existing system fulfil the requirement in ASP01, ASP 02 and ASP04, new system will fulfil the requirement in ASP01, ASP03 and ASP04.

2013-2015 Ongoing procurement ESSIP:ITY-SPI


Capacity: -

Safety: replacement of PSR Environment: - Cost-Efficiency: -

DLS Implementation of CPDLC datalink (ATN/VDL Mode 2) according to IR 29/2009

2013-2015 Ongoing ESSIP:ITY-AGDL


Capacity: reduction of voice congestion and increased controller capacity. Safety: additional means of communication between ATCO and pilot. Environment: - Cost-Efficiency: enables sector productivity increase and delay cost savings.




Remote Tower Centre (RTC)

This implementation project aims to reduce the costs of providing ATS services at small and medium sized airports by the use of a remotely operated tower concept, called Remote Tower Services or RTS. A pilot project has established a Remote Tower Centre (RTC) with connections to two airports in the northern part of Sweden: Sundsvall and Örnsköldsvik. The project is to be the first (worldwide) to be certified for remote tower services for an airport with regular commercial traffic( H24) The operational approval was obtained in November 2014. The main benefit is reduced cost (for ATS provisions) as well as possibility for improved/extended services and flexibility.Future updates of technology to this will be derived from the on-going SJU Remotely operated tower projects 6.9.3, 12.4.6, 12.4.7 and 12.4.8.

2013+ Operational approval was obtained in November 2014 and live operations will commence during Q1 2015. Further R&D work with the Remote Tower concepts is handled within SJU, where LFV (via NORACON) is leading the operational development and validation within WP6 and contributing to systems development in WP12.

ESSIP:-

OI-Steps: SDM-0201 Other: -

Capacity: -

Safety: Yes Environment: - Cost-Efficiency: Yes

SUPS Through this project, LFV will deploy separate WAM systems in the Stockholm TMA and in a large part of the northern area of the country and deployment of 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 ft according to coverage requirements.Note. Existing system fulfil the requirement in ASP01, ASP02 and ASP04, new systems will fulfil the requirement in ASP01, ASP03 and ASP04.

2012-2016 Installations of equipment in the beginning of 2012. Available for operational integration by 2014-2015 in Stockholm and northern part of Sweden. Then further coverage will follow.

ESSIP:ITY-SPI


Capacity: potential for capacity increase through deployment of surveillance solutions in areas where currently procedural separation is applied. Safety: duplicate coverage and removal of NRA, deployment of surveillance solutions in non radar areas. Environment: - Cost-Efficiency: enable for future reduction of costs for technical operation and facilitate the deployment of the most efficient surveillance solution.

VHF Replacement of older VHF radio 2018 Planned installation 2012- ESSIP:ITY-AGVCS2 Capacity: By satisfying the demand for new




equipment to enable 8,33 channel separation in mid and northern parts of Sweden.

2018. OI-Steps: -

Other: CTE-C5 frequency assignments in the VHF band. Safety: - Environment: - Cost-Efficiency: -


Chapter 5 - Regional Co-ordination

5.1 FAB Co-ordination

DK-SE FAB - general:

During first half of 2014 Denmark and Sweden focused primarily on replying to the EU Pilot on FABs. The replies to the Commission were in general closely coordinated with NEFAB due to the inter-FAB arrangements, NEFRA Programme and NamCon (MET-Consortium). By August 2014, the Commission informed Denmark and Sweden that the EU Pilot on FABs was closed.

During 2014, the DK-SE FAB has increased its activities regarding inter-FAB collaboration, in particular with NEFAB, at all levels.

FAB Board:

DK-SE FAB Board has had 3 meetings in 2014. The military authorities in Sweden and Denmark have participated as well as the main ANSPs with good experience. The main focuses have been monitoring the development of the FAB and follow up on the EU Pilot to Sweden and Denmark.

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. The strategy for airspace harmonisation was still put on hold in 2014. In 2015 focus on harmonisation will be driven by operational requirements. First of all a review of the sectorisation to optimize the traffic flow to/from the Copenhagen/Malmø area will be performed. This may require some airspace harmonization.

Performance/Charging:

The revised Performance plan for RP1 for the DK-SE FAB was sent to the European Commission on 21 December 2011 and approved in July 2012. The performance plan for RP2 for the DK-SE FAB was submitted to the European Commission on 1st July 2014. In January 2015 the Commission adopted a Commission Decision finding that the performance targets in the Danish-Swedish performance plan for RP2 are consistent with the Union-wide performance targets for RP2.

Monitoring on performance in the Danish-Swedish FAB:

Safety: Target for 2013 is 1.45 serious or major incidents (separation minima infringements) per 100 000 flying hours, actual performance was 0.18 (equal to one incident). Target for 2014 is 1.42 and in the three first quarters of 2014 there has been 1 incident in the DK-SE FAB – equal to 0.23 incidents per 100 000 flying hours.

Environment: No target at national/FAB level.

Capacity: Reference value for 2013 is 0.15 minutes of ATFM en-route delay (minutes per flight) actual performance was 0.02 minutes.

Cost efficiency:

The Danish determined costs for 2014 were decreased voluntarily by Naviair and Danish Transport Authority by almost 70 MDKK compared to the planned level as determined in the performance plan for RP1. The Danish en-route unit rate for 2014 was reduced accordingly. The Danish en-route unit rate for 2015 decreases more than 11 pct. compared to the 2014 unit rate manly due to the absence of under recovery from before 2012 which will been eliminated by the end of RP1. The 2015 Danish unit rate is in line with Danish-Swedish performance plan for RP2.

The Swedish determined costs for 2014 were decreased with 7 MSEK, compared with the determined cost. The adjustment for the lower cost has still not been done, but this will be taken care of during RP2 by reducing the unit rate accordingly. The unit rate for 2015 decreases with 4.7 % mainly because of two reasons. First the determined cost is reduced according to the performance plan for RP2. And secondly, significant inflation adjustments from RP1 are made in the unit rate calculation for 2015.


Oversight:

The integrated Danish-Swedish en-route ANSP, NUAC HB, was certified as ATSP as of 1 July 2012 and as a Training Organisation for personnel in air traffic services as of 20 July 2012. Ongoing oversight of NUAC HB is done by the joint oversight team. Due to unforeseen occurrences an on sight oversight of main office of NUAC HB and Copenhagen ACC has not been performed in accordance with the annual oversight plan. A revision of the oversight plan will be done to be adopted by the FAB Board early 2015.

Rule harmonisation:

During 2014 the work in the Rule Harmonisation Group (RHG has primarily focused on drafting the national regulations stemming from Regulation (EU) no 923/2012 (SERA). A MET Working Team was established as a sub-group under the RHG in order to harmonize MET provisions within the DK-SE FAB. A general task for the RHG for 2014 was to coordinate various EASA NPAs, CRDs etc.

5.2 FAB Projects

Name / Code

Description - Scope

Schedule Status Link with ATM Master Plan / Other references


Danish Transport Authority (DK), SWE Transport Agency (SE)

NEFRA North European Free Route Airspace Free route airspace for Denmark, Sweden, Estonia, Finland, Latvia and Norway. Extension of the FRAS currently existing in the DK-SE FAB to include Nordic Airspace above FL285. (DK-SE FAB & NEFAB)

End 2015 NEFRA CONOPS and Technical specification are developed. Project is on-going and implementation date is November 2015. The 7 states CEO report back the initiative to the ministries, the principals.

ESSIP:AOM19, FCM03 OI-Steps: - Other: -

Capacity: Negligible effect on Capacity Safety: Negligible effect on Safety Environment: Decreased load on environment as a result of shorter flight and shorter flight planned distances. Cost-Efficiency: Increased cost efficiency for airspace users as more direct routes can be planned

5.3 Regional coordination

5.3.1 Regional Cooperation Initiatives

NUAC - Nordic Unified Air traffic Control

The Danish-Swedish FAB (DK-SE FAB) was declared in 2009.

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 2016. 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’ CO2 and NOX emissions.


A total of 750 employees are seconded from LFV and Naviair to NUAC HB. The ATCCs and ATM-systems 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

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. December 20 2013 IAA also became a joint owner of the academy which 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 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 (Co-operation between ANSPs) alliance has been established between the 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 ATM systems are upgraded to a common COOPANS ATM system. The system utilises joint software and harmonised technical and operational 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 and ensuring that compliance with a number of EC regulations and ESSIP objectives are met. The COOPANS alliance is expected to reduce system development costs by approximately 30 per cent compared with the costs each partner would incur if it had to upgrade the technology individually.

The first Build, Build 1, was deployed in 2012 in IAA, LFV and Naviair being the founders Founder of the COOPANS alliance. The next Build, Build 2, will be deployed through a number of releases in the period 2012-2014. Build 2 will introduce further upgrades and harmonisation of the COOPANS ATM systems in IAA, LFV and Naviair focusing on new technologies such as CPDLC and harmonisation of operational concepts. Build 2 will also put the COOPANS ATM system into operation at Austro Control and Croatia Control premises. After this, the COOPANS ATM system will be operational and harmonised in seven ACCs in five European countries in 2014.

The following Build, Build 3, will be deployed from 2015. This Build and future Builds will continuously ensure that the ATM systems in the COOPANS-countries are harmonised and compliant with a number of emerging EC regulations, ESSIP objectives and SES/SESAR.

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 SJU.

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 SJU, NORACON is in lead of WP8, Information Management, and is making significant contributions to both operational and technical areas.


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 the 20th of June 2012. 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 co-operation agreement known as NEAP (North European ANS Providers) 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 Borealis business plan.

5.3.2 Regional Projects are detailed in section 5.2.


Chapter 6 - ESSIP Objective Implementation

Conventions

Two colour codes are used for each ESSIP Objective ‘box’:

o one colour code is used to show the Objective Scope in the Objective ID cell, and

o 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 State Impl. Date

REG (By:mm-yyyy) REG high level progress statement

APO. Progress (**)

APO Impl. Date

ASP (By:mm-yyyy) ASP high level progress statement

ASP. Progress (**)

ASP Impl. Date

MIL (By:mm-yyyy) MIL high level progress statement

MIL. Progress (**)

MIL Impl. Date

APO (By:mm-yyyy) APO high level progress statement

APO. Progress (**)

APO Impl. Date

(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code:

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late


6.1 ESSIP Objectives Implementation progress

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018

[IDP]

Completed

Handling of Operational Air Traffic (OAT) and General Air Traffic (GAT) is harmonised. 30/11/2012

REG (By:12/2018) National legislation is published and updated in accordance with EUROAT.

Completed

31/03/2012

ASP (By:12/2018)

Common principles for EUROAT according to Swedish regulation are applied.

Completed

30/11/2012

MIL (By:12/2018)

Military aeronautical information is migrated to EAD. Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are 'Not Applicable'.

Completed

30/11/2012

AOM19

Implement Advanced Airspace Management

Timescales:

Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016

[IDP]

Completed

Advanced Airspace management is implemented. 09/10/2014

ASP (By:12/2016)

LFV Advanced Airspace management is implemented, however without an automated ASM Support System, because no operational need found for it. ACR provides only TWR/APP‐services, without advanced airspace management. For the military, flight plans have been amended according to notified dynamic airspace changes, but will not adapt to use ADR.

Completed

09/10/2014

AOM21

Implementation of Free Route Airspace

Timescales:


[IDP]

Completed

Free Route Airspace implemented. 31/10/2013

ASP (By:12/2017)

Free Route Airspace implemented and final acceptance received from Swedish Transport Agency.

Completed

31/10/2013

AOP03

Improve runway safety by preventing runway incursions

Timescales:


[IDP]

Completed

Actions are taken on the basis of the European Action Plan for the Prevention of Runway Incursions. A RWY Safety Team is managing EAPRI as an ongoing activity. Airside vehicles are equipped with 1090ES/ADS‐B locators as a part of the A‐SMGCS system Level 1. The related amended regulations entered into force during the first semester of 2006.

‐

REG (By:12/2013)

Amended regulations entered into force during the first semester of 2006.

Completed

‐

ASP (By:12/2013)

Actions are taken on the basis of the European Action Plan for the Prevention of Runway Incursions. The RWY safety team manages this, as described in the LCIP document. It is an ongoing activity. Vehicles and buses are equipped with 1090ES/ADS‐B locators. This information is then part of the A‐SMGCS system.

Completed

‐

APO (By:12/2013)

Stockholm Arlanda Runway Safety Team has been established to manage EAPRI as an ongoing activity.

Completed

‐


AOP04.1

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1

Timescales:


Completed

ESSA - Stockholm - Arlanda

Introduction of MLAT system including equipage of transponders is completed. 31/12/2011

REG (By:12/2010)

Regulation is updated and requires all aircraft operating into airports equipped with A‐SMGCS Level 1 having equipment in accordance with the requirements of ICAO. Airport Manager is mandated to issue Local Safety Regulation applicable to the aerodrome operation.

Completed

31/07/2011

ASP (By:12/2011)

Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level I implemented.

Completed

30/04/2010

APO (By:12/2010)

Introduction of MLAT system including equipage of transponders to support existing SMR is completed. Training and installation of equipment are completed.

Completed

31/12/2011

AOP04.1

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1

Timescales:

‐ not applicable ‐

Not Applicable

ESSB - Stockholm - Bromma

(Outside Applicability Area)

There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport. Bromma Stockholm Airport has an environmental and operational permit that limits the capacity in severe weather conditions. SMGCS investment can therefore not be motivated.

‐

REG (By:12/2010)

There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport.

Not Applicable

‐

ASP (By:12/2011)

There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport.

Not Applicable

‐

APO (By:12/2010)

There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport. Bromma Stockholm Airport has an environmental and operational permit that limits the capacity in severe weather conditions. SMGCS investment can therefore not be motivated.

Not Applicable

‐

AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2

Timescales:


Planned


A‐SMGS level 2 is installed and is planned to be operational 2015. 31/12/2015

ASP (By:12/2017) Training and operational procedures will be implemented.

Planned

31/12/2015

APO (By:12/2017) A‐SMGS level 2 is planned to be operational 2015.

Planned

31/12/2015


AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2

Timescales:


Not Applicable



There is no plan for implementing A‐SMGCS. Bromma Stockholm Airport have limited environmental allowances that limits the capacity in severe weather conditions to such extent that a SMGCS investment cannot be motivated.

‐

ASP (By:12/2017) There is no plan for implementing A‐SMGCS Level 1 or Level 2

Not Applicable

‐

APO (By:12/2017)

There is no plan for implementing A‐SMGCS Level 1 or Level 2. Bromma Stockholm Airport has limited environmental allowances that limits the capacity in severe weather conditions to such extent that a SMGCS investment cannot be motivated.

Not Applicable

‐

AOP05

Implement Airport Collaborative Decision Making (CDM)

Timescales:


[IDP]

Partly Completed


Implementation of CDM at Stockholm Arlanda is partly completed, final operational test are conducted. 31/03/2015

ASP (By:01/2016)

This Stockholm CDM project is in collaboration between EEC and Stockholm‐Arlanda aeronautical platform represented by LFV, Swedavia, Aircraft Operators SAS, Britannia, Skyways and a number of Handling Agents.

Partly Completed

31/03/2015

APO (By:01/2016)

Implementation of CDM at Stockholm Arlanda is partly completed, final operational test are conducted.

Partly Completed

31/03/2015

AOP05

Implement Airport Collaborative Decision Making (CDM)

Timescales:


[IDP]

Not Applicable


Bromma Stockholm Airport is responsible for all handling at the aerodrome and has sufficient local A‐CDM procedures implemented.

‐

ASP (By:01/2016) LFV adopts to Bromma Stockholm Airport decision.

Not Applicable

‐

APO (By:01/2016)

Bromma Stockholm Airport is responsible for all handling at the aerodrome and has sufficient local A‐CDM procedures implemented.

Not Applicable

‐

ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2

Timescales:


Completed

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.

30/11/2012

ASP (By:01/2013)

LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E.

Completed

30/11/2012


ATC02.5

Implement ground based safety nets ‐ Area Proximity Warning ‐ level 2

Timescales:


Partly Completed

APW is already implemented in Topsky and will be compared to EUROCONTROL Specification on APW. 31/12/2016

ASP (By:12/2016)

APW is already implemented in Topsky. The existing APW function will be compared to the approved EUROCONTROL specification on APW to determine any delta.

Partly Completed

31/12/2016

ATC02.6

Implement ground based safety nets ‐ Minimum Safe Altitude Warning ‐ level 2

Timescales:


Planned

MSAW is already implemented, but is not operationally used. The existing MSAW function will be compared to the approved EUROCONTROL Specification on MSAW.

31/12/2016

ASP (By:12/2016)

MSAW is already implemented in 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

31/12/2016

ATC02.7

Implement ground based safety nets ‐ Approach Path Monitor ‐ level 2

Timescales:


Planned

Waiting approved Eurocontrol specification on APM as the basis for implementation of APM. 31/12/2016

ASP (By:12/2016)

The EUROCONTROL Specification will be used as basis for planning of any implementation in systems.

Planned

31/12/2016

ATC07.1

Implement arrival management tools

Timescales:


Completed

Basic AMAN functionality is already in place through the MAESTRO sequencing function which is integrated in the EUROCAT2000E.

31/03/2005

ASP (By:12/2015)

Basic AMAN functionality is already in place through the MAESTRO sequencing function which is integrated in the EUROCAT2000E.

Completed

‐

ATC12

Implement automated support for conflict detection and conformance monitoring

Timescales:


Completed

LFV operates MTCD function in Malmö and Stockholm ACCs. Conformance monitoring functions safety assessment will be reviewed, analysed and ANSP notified of accepted changes.

30/11/2012

ASP (By:12/2016) LFV operates MTCD function in Malmö and Stockholm ACCs.

Completed

31/12/2008


ATC15

Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations

Timescales:


[IDP]

Completed

AMAN is implemented and approved as a part of Eurocat. 31/12/2008

ASP (By:12/2017)

AMAN is implemented and in operational use in Stockholm and Malmö ACC.

Completed

31/12/2008

ATC16

Implement ACAS II compliant with TCAS II change 7.1

Timescales:


Partly Completed

Approved operators are registered in authority registry‐system after approved application. LFV has a monitoring system in place and all concerned personnel have been trained. MIL transport category aircraft will be upgraded to version 7.1.

30/11/2015

REG (By:12/2015)

Aircraft operators informed via published authority documents and information channels. Information containing applicable regulations and how to make complete airworthiness and operational/training updating and application for ACAS 7.1 Approved operators are registered in authority registry‐system after approved application.

Completed

31/10/2013

ASP (By:03/2012)

Monitoring system is in place and all concerned personnel have been trained.

Completed

31/12/2011

MIL (By:12/2015)

All transport category aircraft are currently equipped with ACAS II version 7.0 or higher and training has been completed. All Gulfstream aircraft will be upgraded to version 7.1 by 08‐2014. The Gulfstream G550 got the version 7.1 already. The rest of the transport category fleet will be upgraded by 11‐2015.

Planned

30/11/2015

ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

Timescales:


[IDP]

Planned

Automated assistance to controller during coordination and transfer will be implemented according to plan. NSA has accepted and communicated proposed changes to ANSP.

31/12/2018

ASP (By:12/2018)

Automated assistance to controller during coordination and transfer will be implemented according to plan.

Planned

31/12/2018

COM09

Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

Timescales:


[IDP]

Late

International services migration from X.25 to IP is in progress. 31/01/2015

ASP (By:12/2014)

International services migration from X.25 to IP is in progress. LFV is connected to PENS via IPv6/IPv4 gateway.

Late

31/01/2015


COM10

Migrate from AFTN to AMHS

Timescales:


Late

AMHS capability (Basic ATSMHS) and gateway facilities to AFTN will be implemented during 2015. Enhanced ATSMHS will only be considered when the need arises.

31/12/2015

ASP (By:12/2014)

AMHS capability (Basic ATSMHS) and gateway facilities to AFTN will be implemented during 2015. Enhanced ATSMHS will only be considered when the need arises.

Late

31/12/2015

COM11

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales:


Planned

Planning in progress. 31/12/2020

ASP (By:12/2020)

LFV plan to replace obsolete technologies (analogue and TDM‐based) with VoIP solutions both for G/G telephony and the ground part of A/G voice communication.

Planned

31/12/2020

ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements

Timescales:


[IDP]

Completed

ESGG - Göteborg

CDA procedures have been introduced and published at Landvetter / Göteborg. 31/10/2010

ASP (By:12/2013)

CDA procedures have been introduced and published at Landvetter / Göteborg.

Completed

31/10/2010

APO (By:12/2013)

CDA procedures have been introduced and published at Landvetter / Göteborg.

Completed

31/10/2010

ENV01


Timescales:


[IDP]

Completed

ESMS - Malmö Sturup

CDA procedures have been introduced and published at Malmö‐Sturup. 31/10/2010

ASP (By:12/2013) CDA procedures have been introduced and published at Malmö‐Sturup.

Completed

31/10/2010

APO (By:12/2013) CDA procedures have been introduced and published at Malmö‐Sturup.

Completed

31/10/2010


ENV01


Timescales:


[IDP]

Completed

ESNU - Umea

CDA procedures have been introduced and published at Umeå. 31/10/2010

ASP (By:12/2013) CDA procedures have been introduced and published at Umeå.

Completed

31/10/2010

APO (By:12/2013) CDA procedures have been introduced and published at Umeå.

Completed

31/10/2010

ENV01


Timescales:


[IDP]

Completed


CDA procedures have been introduced and published at Stockholm‐Arlanda. 30/09/2009

ASP (By:12/2013)

CDA procedures have been introduced and published at Stockholm‐Arlanda.

Completed

30/09/2009

APO (By:12/2013)

CDA procedures have been introduced and published at Stockholm‐Arlanda. The availability of CDA is reduced during peak hours.

Completed

30/09/2009

ENV01


Timescales:


[IDP]

Not Applicable



Bromma Stockholm Airport, as of today, has reached its capacity limit under current environmental permit.

‐

ASP (By:12/2013)

Due to congestion in Stockholm Terminal area CDA procedures are only provided for Bromma Stockholm Airport at times when no conflicting traffic.

Not Applicable

‐

APO (By:12/2013)

Due to congestion in Stockholm Terminal area CDA procedures are only provided for Bromma Stockholm Airport at times when no conflicting traffic.

Not Applicable

‐


ENV02

Implement Collaborative Environmental Management (CEM) at Airports

Timescales:


Completed


A number of projects and activities are ongoing taking care of mutual interests in reducing environmental impact on neighbouring communities.

31/10/2010

ASP (By:12/2016)

Stockholm Arlanda Airport (Swedavia) and LFV have since long a developed methodology and tools are in place. Since 2006, there is a project running at Arlanda Airport on environment activities, developed together with the airport's neighbours. LFV has an integrated quality management system (ISO 9001 and ISO 14001).

Completed

31/10/2010

APO (By:12/2016)

A number of projects and activities are ongoing taking care of mutual interests in reducing environmental impact on neighbouring communities.

Completed

30/09/2009

ENV02

Implement Collaborative Environmental Management (CEM) at Airports

Timescales:


Not Applicable



Bromma Stockholm Airport, as of today, has reached its capacity limit under current environmental permit.

‐

ASP (By:12/2016) LFV participate actively on the initiative of Bromma Stockholm Airport.

Not Applicable

‐

APO (By:12/2016) CEM activities are ongoing at Bromma Stockholm Airport.

Not Applicable

‐

FCM01

Implement enhanced tactical flow management services

Timescales:


Completed

Enhanced tactical flow management service (ETFMS) is implemented except DPI pending decision at Stockholm Arlanda Airport regarding CDM implementation

30/11/2012

ASP (By:07/2014)

Enhanced tactical flow management service (ETFMS) is implemented except DPI pending decision at Stockholm Arlanda Airport regarding CDM implementation

Completed

30/11/2012

FCM03

Implement collaborative flight planning

Timescales:


[IDP]

Planned

Sweden intends to fulfil all actions required to support the collaborative flight planning. All remaining actions are planned to be fully implemented 2015 by implementation of Topsky at ACC Malmö and ACC Stockholm.

31/12/2015

ASP (By:12/2015)

Sweden intends to fulfil all actions required to support the collaborative flight planning. All remaining actions are planned to be fully implemented 2015by implementation of Topsky at ACC Malmö and ACC Stockholm.

Planned

31/12/2015


FCM04

Implementation of Short Term ATFCM Measures ‐ phase 1


Timescales:


[IDP]

Not Applicable

Sweden is not in the applicability area, and will not implement ‐

ASP (By:12/2015) Sweden is not in the applicability area, and will not implement

Not Applicable

‐

FCM05

Implementation of interactive rolling NOP

Timescales:


[IDP]

Not Applicable

No operational need for an automated ASM Support System is identified and therefore the cost for such an implementation is not justified for the time being. Coordinated Swedavia airports provide slot‐information via ACS (Airport Coordination Sweden) to NM.

‐

ASP (By:12/2016)

LFV has not identified any operational need for an automated ASM Support System and therefore the cost for such an implementation is not justified for the time being. The solution in use is deemed to satisfy the operational needs for today and for the coming years.

Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable and Mil. User does not perform any scheduled flight according to IATA Standard Schedules Information Manual.

Not Applicable

‐

APO (By:12/2016)

Coordinated Swedavia airports provide slot‐information via ACS (Airport Coordination Sweden) to NM.

Not Applicable

‐

INF04

Implement integrated briefing

Timescales:


Completed

AIS, Flight Plan and MET fully integrated. ATFM handled by the same entity (Flight Planning Centre) but subject to ATFM message confirmation on telephone.

31/10/2012

ASP (By:12/2012)

AIS, Flight Plan and MET fully integrated. ATFM handled by the same entity (Flight Planning Centre) but subject to ATFM message confirmation on telephone.

Completed

31/10/2012

INF07

Electronic Terrain and Obstacle Data (TOD)

Timescales:


Late

Sweden has notified differences to ICAO concerning date of compliance for Area 1, 2 and 4 which has been postponed to 31 December 2020.

31/12/2020

REG (By:05/2018)

Sweden has notified differences to ICAO concerning date of compliance for Area 1, 2 and 4 which has been postponed to 31 December 2020. National TOD policy and implementation programme is established.

Late

31/12/2020

ASP (By:05/2018)

LFV has notified the regulator that the LFV part/responsibility for an eTOD solution will be established as a part of the overall ADQ implementation until 2016. The national policy for eTOD is from 2010. A number of open questions remain such as how to fulfil the requirements concerning obstacles in area 1, responsibilities and financing regarding terrain data

Late

31/12/2020

APO (By:05/2018) ‐

Planned

31/05/2018


ITY‐ACID

Aircraft identification

Timescales:

Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025

Planned

On going investments related to Surveillance infrastructure that has Mode S capability. 02/01/2020

ASP (By:01/2020)

On going investments related to Surveillance infrastructure that has Mode S capability.

Planned

02/01/2020

ITY‐ADQ

Ensure quality of aeronautical data and aeronautical information

Timescales:

Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017

Planned

Planning and implementation in progress. 30/06/2017

REG (By:06/2017)

Verification of compliance will be done according to established routines when application is submitted or through ongoing oversight when applicable.

Planned

30/06/2017

ASP (By:06/2017) Implementation is in progress. ADQ

Planned

30/06/2017

APO (By:06/2017)

Swedavia is in a preparatory phase which includes cost and workload estimates. Planning will be coordinated with LFV (ANSP).

Planned

30/06/2017

ITY‐AGDL

Initial ATC air‐ground data link services above FL‐285

Timescales:

Entry into force of regulation: 06/02/2009 New aircraft capability: 31/12/2010 ATS unit operational capability ‐ Regulation (EC) 29/2009, Annex I, Part B (except Croatia): 04/02/2015 Retrofit aircraft capability: 04/02/2015

[IDP]

Late

Swedish Transport Agency ensures that safety is assessed before any change to the existing system and that relevant information is published in AIP. LFV plans to support CPDLC over ATN/VDL Mode 2 in accordance with EC Regulation No 29/2009. Transport‐type State aircraft will be equipped to comply with Commission Regulation (EC) 29/2009.

16/04/2015

REG (By:02/2016)

Swedish Transport Agency ensures that safety is assessed before any change to the existing system where availability of ATN/VDL2, Security Policy and address management will be assessed. It is dependant on the safety case presented by the effected ANSP.

Planned

04/02/2015

ASP (By:02/2016)

LFV plan to support CPDLC over ATN/VDL Mode 2 in accordance with EC Regulation No 29/2009.

DLS Late

16/04/2015

MIL (By:01/2014)

Transport‐type aircraft entering into service from 1January 2014 have been equipped with data link capabilities.

Completed

01/01/2014


ITY‐AGVCS2

Implement air‐ground voice channel spacing requirements below FL195

Timescales:

Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

Planned

Compliance will be ensured with the requirements on 8,33 kHz frequency conversions. Most of the voice communication systems are upgraded.

31/12/2018

REG (By:12/2018)

Compliance will be ensured with the requirements on 8,33 kHz frequency conversions.

Planned

31/12/2017

ASP (By:12/2018) Most of the voice communication systems are upgraded. VHF

Partly Completed

31/12/2018

MIL (By:12/2020)

All aircraft are equipped for 8,33 kHz channel spacing 12‐2013. All radios (in all aircraft) will be modified for 8,33 kHz channel spacing capability by 12‐2018. Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are 'Not Applicable'.

Partly Completed

31/12/2018

APO (By:12/2018)

Swedavia will comply to existing legislation meaning full compliant by 31st of December 2018. Planning of retrofit of VHF equipment is ongoing

Planned

31/12/2018

ITY‐COTR

Implementation of ground‐ground automated co‐ordination processes

Timescales:

Entry into force of regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012 : 31/12/2012 Systems serving ACCs providing services above FL 285 in the airspace in Annex I, Part B of Regulation (EC) 29/2009 (except Croatia): 04/02/2015

Late

FDP and exchange system are in accordance with Commission Regulation (EC) No 1032/2006 Annex I (Part A). ABI, ACT, REV, MAC, BFD, and CFD messages completed. LOF and NAN are planned to be implemented. Training on additional functionality is always an integral part of implementation.

16/04/2015

ASP (By:02/2016)

FDP and exchange system are in accordance with Commission Regulation (EC) No 1032/2006 Annex I (Part A). ABI, ACT, REV, MAC, BFD, and CFD messages completed. LOF and NAN are planned to be implemented. Training on additional functionality is always an integral part of implementation.

Late

16/04/2015

MIL (By:12/2012)

Mil. Authority has not ATM Service Provision role, so the ASP SLoAs is 'Not Applicable'.

Not Applicable

‐


ITY‐FMTP

Apply a common flight message transfer protocol (FMTP)

Timescales:

Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014

[IDP]

Late

FMTP compliant to (EC) Regulation No. 633/2007 was implemented technically in Topsky systems 01/2013. Transition for each adjacent ACC (starting with Copenhagen, Bremen and Karlsruhe ACC in Q4 2014) will be individual and is planned to take place during 2014‐2015.

31/12/2015

ASP (By:12/2014)

FMTP compliant to (EC) Regulation No. 633/2007 was implemented technically in Topsky systems 01/2013. Transition for each adjacent ACC (starting with Copenhagen, Bremen and Karlsruhe ACC in Q4 2014) will be individual and is planned to take place during 2014‐2015.

Late

31/12/2015

MIL (By:12/2014) ‐

Not Applicable

‐

ITY‐SPI

Surveillance performance and interoperability

Timescales:

Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transport‐type State aircraft : 07/12/2017 EHS and ADS‐B Out in transport‐type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

Planned

Safety assessment is conducted and reviewed by regulator, interoperability is ensured and training is performed when needed.

31/01/2019

REG (By:02/2015) Safety assessments reports will be reviewed when received.

Completed

30/11/2012

ASP (By:02/2015)

Safety assessment is conducted, interoperability is ensured and training is performed when needed.

BUS / SUPS Completed

30/11/2012

MIL (By:06/2020)

The State aircraft operating as GAT in accordance with IFR rules will be equipped with Mode S enhanced surveillance 01/2019 and ADS‐B out 12/2017. Military Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable.

Planned

31/01/2019

NAV03

Implementation of P‐RNAV

Timescales:


Completed

P‐RNAV is implemented in accordance with Swedish regulations for following aerodromes: Stockholm‐Arlanda, Halmstad, Göteborg Landvetter, Umeå, Åre‐Östersund, Göteborg City Airport and Stockholm‐Skavsta 2011/2012. RNAV for en‐route based on DME/DME is implemented.

30/11/2009

ASP (By:12/2012)

P‐RNAV is implemented in accordance with Swedish regulations for following aerodromes: Stockholm‐Arlanda, Halmstad, Göteborg Landvetter, Umeå, Åre‐Östersund, Göteborg City Airport and Stockholm‐Skavsta 2011/2012. RNAV for en‐route based on DME/DME is implemented.

Completed

30/11/2009


NAV10

Implement APV procedures

Timescales:


[IDP]

Completed

Procedures for APV/Baro VNAV are published in Swedish AIP. National regulation implemented for APV procedures based on EASA material.

31/10/2014

REG (By:04/2016)

National regulation implemented for APV procedures based on EASA material.

Completed

30/09/2010

ASP (By:12/2016)

Implementation is depending on the aerodrome owners initiative and PBN‐plan. Procedures for APV/Baro VNAV are published in Swedish AIP.

Completed

31/10/2010

SAF10

Implement measures to reduce the risk to aircraft operations caused by airspace infringements

Timescales:


Late

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.

31/12/2015

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. National legislation will be updated.

Late

31/12/2015

ASP (By:12/2011)

Relevant actions with regard to recommendations in the EAP and the National plan ‐ Airspace Infringement Risk Reduction will be considered and implemented.

Late

31/12/2015

MIL (By:12/2011) Appropriate parts of the European Action Plan have been implemented.

Completed

31/10/2009

SAF11

Improve runway safety by preventing runway excursions

Timescales:


Partly Completed

The Swedish Transport Agency has published a national action plan, based on EAPPRE, with recommendations to Aerodrome Operator, Air Navigation Service Provider, Aircraft Operator and National Authority. Actions taken by the different actors are reviewed during oversight.

31/12/2015

REG (By:01/2018)

The Swedish Transport Agency has published a national action plan, based on EAPPRE, with recommendations to Aerodrome Operator, Air Navigation Service Provider, Aircraft Operator and National Authority. Actions taken by the different actors are reviewed during oversight.

Completed

30/11/2013

ASP (By:12/2014)

Participating in Runway Safety Teams according to LoA between ACR and AOPs.

Completed

20/11/2014

APO (By:12/2014)

Swedavia is planning to incorporate EAPPRE as a means to reduce Runway excursion.

Late

31/12/2015


SRC‐RLMK

Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs)


Timescales:


Not Applicable

. ‐

REG (By:12/2010) ‐

Not Applicable

‐

SRC‐SLRD

Safety Levels and Resolution of Deficiencies


Timescales:


Not Applicable

. ‐

REG (By:12/2010) ‐

Not Applicable

‐


6.2 Alignment of PCP with ESSIP Objectives and related progress

Note that the above picture is based on the Preliminary Deployment Programme V0, published in December 2014 by the Deployment Manager. The full Deployment Programme is foreseen by end June 2015.


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for Sweden Swedish Transport Agency Eva NOREUS, Bengt NILSSON

LSSIP Focal Point for LFV LFV Gunilla BLANK

LSSIP Focal Point for ACR ACR Rolf JONSON

LSSIP Focal Point for Military Authority Swedish Armed Forces Jan-Olof NORBERG

LSSIP Focal Point Swedavia Swedavia Anders LEDIN

LSSIP Contact Person for Sweden EUROCONTROL Danny DEBALS and Liliana DUMITRESCU

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI (E. REUBER till 02/2015)

A. DYBOWSKA Completed

AOM19

G. ACAMPORA, O. MROWICKI

A. DYBOWSKA Gunilla BLANK – LFV

Jan-Olof NORBERG – Swedish Armed Forces

AOM21 R. BUCUROIU

A. DYBOWSKA Gunilla BLANK – LFV


AOP03 T. LICU P. VRANJKOVIC Completed

AOP04.1 P. ADAMSON P. VRANJKOVIC Completed

AOP04.2 P. ADAMSON

P. VRANJKOVIC Anders LEDIN - Swedavia

Anders ANDERSSON - LFV

AOP05 P. ADAMSON

P. VRANJKOVIC Anders LEDIN – Swedavia

Anders ANDERSSON - LFV

ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT Completed

ATC02.5 B. BAKKER, S. DROZDOWSKI I. FEIJT Claes ERIKSEN – LFV



ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO Completed

ATC12 P. TERZIOSKI L. DELL’ORTO Completed

ATC15 P. CONROY, P. TERZIOSKI L. DELL’ORTO Completed

ATC16

S. DROZDOWSKI

L. DELL’ORTO Staffan SÖDERBERG – Swedish Transport Agency

Claes ERIKSEN – LFV


ATC17 S. MORTON L. DELL’ORTO Claes ERIKSEN – LFV

COM09 L. POPESCU O. ALFARO Stig EDQUIST – LFV

COM10 Y. EYUBOGLU A. KOKONA Magnus SCHYLSTRÖM

COM11 L. POPESCU A. KOKONA Fredrik NILSSON – LFV

ENV01 C. FABER B. HILL Completed

ENV02 S. MAHONY, A. WATT B. HILL N/A


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

FCM01 H. KOOLEN O. CIOARA Gunilla BLANK – LFV

FCM03 S. SMIDT O. CIOARA Gunilla BLANK – LFV

FCM04 M. RICHARD O. CIOARA N/A

FCM05

P. MATERN

O. CIOARA Kristina HOLMBERG – Swedish Transport Agency

Gunilla BLANK – LFV

INF04 P. MATERN A-P. FRANGOLHO Completed

INF07 A. PETROVSKY A-P. FRANGOLHO Eva NORÉUS - Swedish Transport Agency

ITY-ACID A. DESMOND-KENNEDY O. CIOARA Anders ANDERSSON – LFV

ITY-ADQ

M. UNTERREINER A-P. FRANGOLHO Eva NORÉUS - Swedish Transport Agency

Roger Li- LFV

Anders LEDIN - Swedavia

ITY-AGDL

S. DISSING

A. KOKONA Anders ERZELL – Swedish Transport Agency

Fredrik NILSSON – LFV


ITY-AGVCS2

J. POUZET

O. ALFARO Sigge SKARSFJÄLL

Bo ERIKSSON – Swedish Transport Agency

Fredrik NILSSON – LFV


Anders LEDIN - Swedavia

ITY-COTR S. MORTON L. DELL’ORTO Claes ERIKSEN – LFV

ITY-FMTP L. POPESCU O. ALFARO Claes ERIKSEN – LFV

ITY-SPI

M. BORELY, R. STEWART

O. CIOARA Sven-Anders AXELSSON - Swedish Transport Agency

Anders ANDERSSON – LFV

NAV03 F. PAVLICEVIC A. KOKONA Completed

NAV10

R. FARNWORTH

A. KOKONA Anne-Christine SPORRONG – Swedish Transport Agency

Rolf JONSON - ACR

Eva HÄLL – LFV


SAF10

T. LICU

I. FEIJT Ann-Christine SPORRONG - Swedish Transport Agency

Rolf JONSON - ACR

Rickard JÖRGENSEN – LFV


SAF11

S. LAWRENCE

I. FEIJT Jörgen ANDERSSON – Swedish Transport Agency

Rolf JONSON - ACR

Torbjörn HOLMQVIST – LFV


SRC-RLMK M. DEBOECK A. DYBOWSKA N/A

SRC-SLRD M. DEBOECK A. DYBOWSKA N/A


Annex B – National Stakeholders Organisation Charts

Swedish Transport Agency Organisation

The Swedish Transport Agency is working to achieve good accessibility, high quality, secure and environmentally aware rail, air, sea and road transport. We have overall responsibility for drawing up regulations and ensuring that authorities, companies, organisations and citizens abide by them.

The transport policy overall goal is to ensure a financially efficient and long-term sustainable supply of transport for individuals and industry in the whole country. Functional goals - accessibility - the structure of the transport system, its function and use shall contribute to providing everybody with fundamental accessibility, high quality and utility, as well as adding to development of the whole country. The transport system shall be gender-equal, providing for women's and men's needs for transport. Consideration goals - safety, environment and health - the structure of the transport system, its function and use shall be adapted to prevent any deaths or serious injuries. It shall also contribute to the fulfilment of environment quality goals and improved health.

The Swedish Transport Agency has overall responsibility for civil aviation and is responsible for the authority tasks relating to air navigation services for civil and military aviation.


Swedish Transport Agency Civil Aviation and Maritime Department Organisation

The Civil Aviation and Maritime Department formulates regulations, examines and grants permits, as well as assessing civil aviation with particular regard to safety and security. And we monitor developments in the aviation market. We also formulate regulations, examine and grants permits, as well as exercising supervision principally of Swedish and foreign vessels sailing in Swedish waters. We work to improve maritime safety and environmental influence for recreational boating. We also analyse accidents and near-misses.


LFV

LFV’s primary mission is to provide safe, effective and environmentally-adapted air navigation services for civil and military aviation.

LFV is a State Enterprise 100% state owned.

LFV is the only provider of ATC en-route in Sweden and handle both civil and military users in an integrated system since 1978.

LFV is organised in four departments (see above) and employs approximately 1.100 people.

LFV Head office is in Norrköping.

LFV provides ATC services in:

27 ATC towers 2 Air Navigation centres located in Malmö and Stockholm.

LFV’s subsidiaries and associated companies

LFV Aviation Consulting AB a wholly owned subsidiary whose role is to develop, produce and export aviation competence and represent the organisation in international commercial situations.

NUAC HB, an LFV and Naviair jointly owned Company running the operations of the Danish and Swedish ACCs since 2012.

EPN AB, the Nordic ATS Academy EPN. This is a subsidiary equally owned by LFV, Naviair Avinor and IAA.


ACR

ACR Aviation Capacity Resources AB is a private owned company and provides air traffic services at four airports in Sweden, and as from 2014 for another 5 airports. ACR is designated as a provider at these airports and conducting integrated air traffic services for both civil and military aviation.

ACR provides aerodrome and approach control services and has about 70 employees located in 9 different places.

ACR headquarter is based in Stockholm holding resources for operational, documentation, financial and HR support.


Swedavia

Swedavia owns, operates and develops ten airports across Sweden, and the company is wholly owned by the Swedish state. The business is run as airport operations and real estate operations. Our role is to create the access Sweden needs to facilitate travel, business and meetings – in Sweden, elsewhere in Europe and around the world. A focus on customers, sustainable development, and safety and security are the basis of everything Sweden does, both in our own operations and in society in general. Swedavia is a world leader in developing airports with the least possible environmental impact. In 2013, Swedavia had revenue of about 5.2 billion Swedish kronor and some 2,400 employees. A total of 33.5 million passengers flew via our airports in 2013, which is an increase of 3.5 per cent. Swedavia also owns the property Göteborg City Airport and is a minority shareholder in the company that operates the airport.


Annex C – Glossary of Abbreviations

Specific abbreviations for Sweden.

This Annex only shows the Abbreviations that are specific to the Swedish LSSIP. Other general abbreviations are in e.g. the ESSIP Edition 2014 document and in the Acronyms and Abbreviations document in Reference Nr. 5.

ACR Aviation Capacity Recourses AB

AF ATM Functionality

AFA Alliance Framework Agreement

EPC Entry Point Central

EPN Entry Point North

FT Fast Track

IDP Interim Deployment Programme

LFV Luftfartsverket

NEFRA Northern Europe Free Route Airspace

NUAC Nordic Unified Air traffic Control

PCP Pilot Common Project

PDP Preliminary Deployment Programme

RTC Remote Tower Centre

S-AF Sub ATM Functionality

SEK Swedish Kroner

SHK Swedish Accident Investigation Authority

SUPS Surveillance Upgrade Program Sweden

Swedavia Swedish airport company