Local Single Sky ImPlementation (LSSIP) SWEDEN...certification of military aircraft and equipment,...
Transcript of 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
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/
LSSIP Year 2014 Sweden Released Issue
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.
LSSIP Year 2014 Sweden Released Issue
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 Year 2014 Sweden 2 Released Issue
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
LSSIP Year 2014 Sweden 3 Released Issue
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
ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements
[IDP] * ESNU-Umea
ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements
[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.
LSSIP Year 2014 Sweden 4 Released Issue
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.
LSSIP Year 2014 Sweden 5 Released Issue
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.
LSSIP Year 2014 Sweden 6 Released Issue
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.
LSSIP Year 2014 Sweden 7 Released Issue
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
Luftfartslagen (2010:500) - Civil Aviation Act
Luftfartsförordningen ( 2010:770) - Civil Aviation Ordinance
Brottsbalken (1962:700) - Penal code
Airspace The Swedish Transport Agency
Luftfartslagen (2010:500) - Civil Aviation Act
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
LSSIP Year 2014 Sweden 8 Released Issue
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.
LSSIP Year 2014 Sweden 9 Released Issue
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))
LSSIP Year 2014 Sweden 10 Released Issue
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.
LSSIP Year 2014 Sweden 11 Released Issue
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
FUA Level 2 implemented: Y
FUA Level 3 implemented: Y
LSSIP Year 2014 Sweden 12 Released Issue
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%.
LSSIP Year 2014 Sweden 13 Released Issue
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.
LSSIP Year 2014 Sweden 14 Released Issue
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)
11 (2 sector groups)
11 (2 sector groups)
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.
LSSIP Year 2014 Sweden 15 Released Issue
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
LSSIP Year 2014 Sweden 16 Released Issue
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.
LSSIP Year 2014 Sweden 17 Released Issue
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.
LSSIP Year 2014 Sweden 18 Released Issue
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.
LSSIP Year 2014 Sweden 19 Released Issue
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
OI-Steps: - Other: -
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
OI-Steps: - Other: -
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.
LSSIP Year 2014 Sweden 20 Released Issue
Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references
Expected Contribution to the Key Performance Areas *
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
OI-Steps: - Other: -
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
LSSIP Year 2014 Sweden 21 Released Issue
Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references
Expected Contribution to the Key Performance Areas *
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: -
LSSIP Year 2014 Sweden 22 Released Issue
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.
LSSIP Year 2014 Sweden 23 Released Issue
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
Expected Contribution to the Key Performance Areas *
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.
LSSIP Year 2014 Sweden 24 Released Issue
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.
LSSIP Year 2014 Sweden 25 Released Issue
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.
LSSIP Year 2014 Sweden 26 Released Issue
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
LSSIP Year 2014 Sweden 27 Released Issue
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:
Initial operational capability: 01/09/2013 Full operational capability: 31/12/2017
[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:
Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013
[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
‐
LSSIP Year 2014 Sweden 28 Released Issue
AOP04.1
Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1
Timescales:
Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011
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:
Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017
Planned
ESSA - Stockholm - Arlanda
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
LSSIP Year 2014 Sweden 29 Released Issue
AOP04.2
Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2
Timescales:
‐ not applicable ‐
Not Applicable
ESSB - Stockholm - Bromma
(Outside Applicability Area)
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:
Initial operational capability: 01/01/2004 Full operational capability: 31/01/2016
[IDP]
Partly Completed
ESSA - Stockholm - Arlanda
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:
Initial operational capability: 01/01/2004 Full operational capability: 31/01/2016
[IDP]
Not Applicable
ESSB - Stockholm - Bromma
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:
Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013
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
LSSIP Year 2014 Sweden 30 Released Issue
ATC02.5
Implement ground based safety nets ‐ Area Proximity Warning ‐ level 2
Timescales:
Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016
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:
Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016
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:
Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016
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:
Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015
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:
Initial operational capability: 01/01/2008 Full operational capability: 31/12/2016
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
LSSIP Year 2014 Sweden 31 Released Issue
ATC15
Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations
Timescales:
Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017
[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:
Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015
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:
Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018
[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:
Initial operational capability: 01/01/2006 Full operational capability: 31/12/2014
[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
LSSIP Year 2014 Sweden 32 Released Issue
COM10
Migrate from AFTN to AMHS
Timescales:
Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014
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:
Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020
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:
Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013
[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
Implement Continuous Descent Operations (CDO) techniques for environmental improvements
Timescales:
Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013
[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
LSSIP Year 2014 Sweden 33 Released Issue
ENV01
Implement Continuous Descent Operations (CDO) techniques for environmental improvements
Timescales:
Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013
[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
Implement Continuous Descent Operations (CDO) techniques for environmental improvements
Timescales:
Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013
[IDP]
Completed
ESSA - Stockholm - Arlanda
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
Implement Continuous Descent Operations (CDO) techniques for environmental improvements
Timescales:
‐ not applicable ‐
[IDP]
Not Applicable
ESSB - Stockholm - Bromma
(Outside Applicability Area)
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
‐
LSSIP Year 2014 Sweden 34 Released Issue
ENV02
Implement Collaborative Environmental Management (CEM) at Airports
Timescales:
Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016
Completed
ESSA - Stockholm - Arlanda
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 ‐
Not Applicable
ESSB - Stockholm - Bromma
(Outside Applicability Area)
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:
Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006
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:
Initial operational capability: 01/01/2000 Full operational capability: 31/12/2015
[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
LSSIP Year 2014 Sweden 35 Released Issue
FCM04
Implementation of Short Term ATFCM Measures ‐ phase 1
(Outside Applicability Area)
Timescales:
‐ not applicable ‐
[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:
Initial operational capability: 01/09/2013 Full operational capability: 31/12/2016
[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:
Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012
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:
Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018
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
LSSIP Year 2014 Sweden 36 Released Issue
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
LSSIP Year 2014 Sweden 37 Released Issue
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
‐
LSSIP Year 2014 Sweden 38 Released Issue
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:
Initial operational capability: 01/01/2001 Full operational capability: 31/12/2012
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
LSSIP Year 2014 Sweden 39 Released Issue
NAV10
Implement APV procedures
Timescales:
Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016
[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:
Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011
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:
Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018
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
LSSIP Year 2014 Sweden 40 Released Issue
SRC‐RLMK
Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs)
(Outside Applicability Area)
Timescales:
‐ not applicable ‐
Not Applicable
. ‐
REG (By:12/2010) ‐
Not Applicable
‐
SRC‐SLRD
Safety Levels and Resolution of Deficiencies
(Outside Applicability Area)
Timescales:
‐ not applicable ‐
Not Applicable
. ‐
REG (By:12/2010) ‐
Not Applicable
‐
LSSIP Year 2014 Sweden 41 Released Issue
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.
LSSIP Year 2014 Sweden 42 Released Issue
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
Jan-Olof NORBERG – Swedish Armed Forces
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
ATC02.6 B. BAKKER, S. DROZDOWSKI I. FEIJT Claes ERIKSEN – LFV
ATC02.7 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
Jan-Olof NORBERG – Swedish Armed Forces
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
LSSIP Year 2014 Sweden 43 Released Issue
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
Jan-Olof NORBERG – Swedish Armed Forces
ITY-AGVCS2
J. POUZET
O. ALFARO Sigge SKARSFJÄLL
Bo ERIKSSON – Swedish Transport Agency
Fredrik NILSSON – LFV
Jan-Olof NORBERG – Swedish Armed Forces
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
Jan-Olof NORBERG – Swedish Armed Forces
SAF10
T. LICU
I. FEIJT Ann-Christine SPORRONG - Swedish Transport Agency
Rolf JONSON - ACR
Rickard JÖRGENSEN – LFV
Jan-Olof NORBERG – Swedish Armed Forces
SAF11
S. LAWRENCE
I. FEIJT Jörgen ANDERSSON – Swedish Transport Agency
Rolf JONSON - ACR
Torbjörn HOLMQVIST – LFV
Jan-Olof NORBERG – Swedish Armed Forces
SRC-RLMK M. DEBOECK A. DYBOWSKA N/A
SRC-SLRD M. DEBOECK A. DYBOWSKA N/A
LSSIP Year 2014 Sweden 44 Released Issue
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.
LSSIP Year 2014 Sweden 45 Released Issue
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.
LSSIP Year 2014 Sweden 46 Released Issue
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.
LSSIP Year 2014 Sweden 47 Released Issue
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.
LSSIP Year 2014 Sweden 48 Released Issue
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.
LSSIP Year 2014 Sweden 49 Released Issue
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