Local Single Sky ImPlementation (LSSIP) NETHERLANDS · The Local Single Sky ImPlementation (LSSIP)...

Year 2016 - Level 1

Local Single Sky ImPlementation (LSSIP) NETHERLANDS

EUROCONTROL

LSSIP Year 2016 Netherlands Released Issue

Document Title LSSIP Year 2016 for Netherlands

Infocentre Reference 17/01/30/129

Date of Edition 10/04/2017

LSSIP Focal Point Dennis Vianen - [email protected]

LSSIP Contact Person Adriatik Kokona - [email protected] Jorge Pinto – [email protected]

Status Final document

Intended for Agency Stakeholders

Available in http://www.eurocontrol.int/articles/lssip

Reference Documents

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

LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip

Master Plan Level 3 – Plan Edition 2016

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-plan

Master Plan Level 3 – Report Year 2015

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-report

European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/

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

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

National AIP http://www.ais-netherlands.nl/aim/index.html


APPROVAL SHEET

The following authority(ies) have approved all parts of the LSSIP Year 2016 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2016 (also known as the ESSIP Plan).

Stakeholder / Organisation

Name Position Signature

& date

Ministry of Infrastructure and the Environment (MoT)

Mr R. Huyser Director Civil Aviation

Human Environment and Transport Inspectorate (CAA-NL)

Ms J.P.A. Lamé Director Civil Aviation Authority

Ministry of Defence (MoD)

Col. S.H.P.M. Pellemans

Director Military Aviation Authority

ATS Provider (LVNL)

Mr M. van Dorst Chairman of the Executive Board

Royal Netherlands Airforce (RNLAF)

Air Com. A. Steur Director of Operations

Amsterdam Airport Schiphol (AAS)

Mrs. B. Otto Chief Operations Officer


CONTENTS

Chapter 1 National ATM Environment ...................................................................... 6 1.1. Geographical Scope ..................................................................................................... 6 1.1.1. International Membership ............................................................................................. 6 1.1.2. Geographical description of the FIR(s) ......................................................................... 6 1.1.3. Airspace Classification and Organisation ..................................................................... 7 1.2. National Stakeholders .................................................................................................. 8 1.2.1. Civil Regulator(s) ........................................................................................................ 10 1.2.2. ANSP(s) ..................................................................................................................... 14 1.2.3. Airports ....................................................................................................................... 17

Chapter 2 Traffic and Capacity ............................................................................... 21 2.1. Evolution of traffic in The Netherlands ........................................................................ 21 2.2. Amsterdam ACC ........................................................................................................ 22 2.2.1. Traffic and en-route ATFM delays 2012-2021 ............................................................ 22 2.2.2. Performance summer 2016 ........................................................................................ 23 2.2.3. Planning Period 2017-2021 ........................................................................................ 23

Chapter 3 Master Plan Level 3 Implementation Report recommendations ........... 26

Chapter 4 National Projects .................................................................................... 27

Chapter 5 Regional Co-ordination .......................................................................... 41 5.1. FAB Co-ordination ...................................................................................................... 41 5.2. FAB Projects .............................................................................................................. 44 5.3. Regional cooperation ................................................................................................. 48

Chapter 6 Implementation Objectives Progress ..................................................... 49 6.1. State View .................................................................................................................. 49 6.1.1. Overall Objective Implementation ............................................................................... 49 6.1.2. Objective Progress per SESAR Key Feature ............................................................. 50 6.1.3. ICAO ASBU Implementation ...................................................................................... 54 6.2. Detailed Objectives Implementation progress ............................................................ 55 6.3. Additional Objectives for ICAO ASBU Monitoring ....................................................... 72

Annexes

LSSIP Year 2016 Netherlands 1 Released Issue

Executive Summary

National ATM Context

The Dutch Airspace Vision is an initiative from the Ministry of Infrastructure and the Environment (MoT) and the Ministry of Defence (MoD) and is a strategic policy document about the future development and strategy regarding the organisation, use and management of Dutch airspace. ANSPs are currently in the process of implementing the Airspace Vision in several projects and measures. Currently, due to increasing air traffic demand over the last two years, ANSPs’ operational resource limitations and the decision to put FABEC project CBA-Land/Central West on hold, MoT, MoD and ANSPs are reviewing and redesigning the Airspace Vision implementation scheme to include current challenges and have a sustainable planning for the next 5 years.

Air Traffic Control the Netherlands (LVNL), Royal Netherlands Air Force (RNLAF) and MoT-MoD reached an agreement in 2014 to implement the co-location of military functions at LVNL Schiphol facilities in 2017. Implementation has started and is on-going, expected implementation date is December 2017. Furthermore, RNLAF and EUROCONTOL MUAC are in the process of transferring OAT service provision above FL245 to MUAC by 2017, expected implementation date is end of April 2017.

A study on further co-operation in the field of supervision has been conducted and led to the conclusion that for the time co-operation will take place on the level of co-location of the Military Aviation Authority (MAA) and the Civil Aviation Authority (CAA) in 2015. As from Q4 2015 the MAA is co-located at the premises of the CAA. MoT and MoD are considering next steps to be taken in the field of further co-operation on ATM governance. Further steps in civil-military co-operation are expected after co-location of military functions has been completed.

In 2015 the Dutch government approved the expansion plans of Lelystad Airport, current expected operational date is April 2019. Furthermore in 2015 Lelystad Airport NV, LVNL, RNLAF and MoT-MoD signed an intention agreement on the establishment of air traffic service provision at Lelystad Airport. In order to create capacity for hub-oriented traffic at Schiphol, Lelystad will be developed for non-connecting flight operations. The total capacity in the Netherlands will increase with the development of Lelystad Airport. Air traffic control services will be provided by LVNL (tower control services) and RNLAF (approach and departure control services).

Traffic and Capacity

Based on NM archived data, traffic in the Netherlands increased by 4.8% during Summer 2016 (May to October), when compared to Summer 2015. The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.6% and 3.0% with an average baseline growth of 1.8 % throughout the planning cycle.

The average en-route delay per flight slightly increased from 0.13 minutes per flight during Summer 2015 to 0.14 minutes per flight in Summer 2016. 63% of the delays were for the reason ATC Capacity and 30% for the reason Weather. The ACC capacity baseline was measured with ACCESS at 146, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 135 during the measured period and an average peak 3 hour of 118. No capacity problems are foreseen in the current planning cycle.


Implementation Objectives Overview

Progress distribution for applicable Implementation Objectives

COM10 has changed from late to ongoing, since the FOC date has been deferred. LVNL has implemented AMHS basic capability, implementation of capability enhancement is ongoing. MIL migration to AMHS was realised with the introduction of a new ATC system in 2013.

ITY-ADQ has changed from late to ongoing. An AIS/AIM task force has been established, with one of the goals to ensure data quality conforming to Annex IV and subsequently to the Master Plan Level 3 Implementation. Most of the formal arrangements were signed in 2013 and the remaining in 2016. LVNL implements stepwise a new database until Q2 2017, in line with FOC date.

NAV10 has changed from partly completed to late, although 75% is completed. In 2010 the national PBN roadmap has been approved. The implementation of APV is part of the PBN roadmap. APV procedures for EHGG have been published in 2014. For four runways at EHAM APV procedures will be implemented before Q3 2019.

AOP05 has changed from partly completed to late, although 90% is completed. LVNL and Schiphol together participate with Dutch airlines in a CDM platform, that uses the Eurocontrol CDM manual as input for its activities. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the NM is planned for Q4 2017.

AOP10 has changed from no plan to planned. The possible use of TBS at Schiphol has been studied. Results of the study were ready in 2016, including a business case with possible benefits for Schiphol. TBS will be an element of iCAS, but not in its first release. Implementation will start from 2019.

14; 34%

13; 32%

6; 14%

4; 10%

2; 5%

2; 5% 0; 0%0; 0%

Completed

Ongoing

Planned

Late

No Plan

Not Applicable


Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.

The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011-2015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

SESAR Baseline Implementation

2010 2019

80%

PCP Implementation

2015 2023

18%

Progress per SESAR Key Feature and Phase

The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.

1%

70%

SESAR Baseli

ne

69% 50%

95%

0%

84%

SESAR Baseli

ne

SESARBaseli

ne

SESAR Baseli

ne

PCP PCP PCP PCP

Optimised ATM Network Services

Advanced Air Traffic Services High Performing

Airport Operations

22%

Enabling Aviation Infrastructure


ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.3.

Block 0 2010 2018

83%


Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2016, together with plans for the next years.

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

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 MP L3 Implementation Report 2015 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 the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State 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 aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation 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.

Chapter 6.2 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 Implementation 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 European ATM Master Plan L3 Implementation Plan Edition 2016.

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


Chapter 1 National ATM Environment

1.1. Geographical Scope

1.1.1. International Membership

Netherlands is a Member of the following international organisations in the field of ATM:

Organisation Since

ECAC 1955

EUROCONTROL 13/12/1960

European Union 1951

EASA 2003

ICAO 26/03/1947

NATO 04/04/1949

ITU 01/01/1866

1.1.2. Geographical description of the FIR(s)

The geographical scope of the Netherlands LSSIP addresses the Amsterdam FIR below FL245 for civil aviation, and the whole Amsterdam FIR for military aviation. Additionally, the regulatory responsibilities above FL245 with regard to GAT are laid down in the MUAC LSSIP, in agreement with the other States involved.

The following map shows the geographical situation of the Dutch airspace.


1.1.3. Airspace Classification and Organisation

Amsterdam FIR extends from GND/SEA level up to unlimited. Airspace classification above FL195 is compliant with regulation (EC) No. 730/2006 (Class C). Airspace organisation at and below FL195, including the corresponding procedures, have been assessed by the Regulator, Military and LVNL. Further developments will be part of the Netherlands Airspace Committee processes, which involve all the ASP, REG and MIL stakeholders.

The situation of the classification of the air traffic services airspaces as published in AIP Netherlands is as follows:

Classification ATS Airspaces

Class A 1. Amsterdam CTA East 1, East 2, West, South 1 and South 2 2. Nieuw Milligen CTA North 3. Schiphol TMA 1, 2, 3, 4, 5 and 6

4. Airway L179

Class B 1. Maastricht TMA 2

2. Nieuw Milligen TMA A and C above FL 065 (FL 095 ¹)

3. Nieuw Milligen TMA D above FL 065

4. Nieuw Milligen TMA E above FL 065 ²

¹) FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and Holidays. ²) SUN 2300 to FRI 1600 (SUN 2200 to FRI 1500), excluding Holidays.

Class C 1. Amsterdam UTA

2. CTRs: Schiphol, Rotterdam, Eelde, Maastricht and Military CTR Eindhoven

3. Eindhoven TMA 1,2,3 and 4

4. Brussels CTA East Four A, Liege TMA One and Two

Class D 1. Maastricht TMA 1

2. Military CTRs: Deelen, De Kooy, De Peel, Gilze Rijen, Leeuwarden, , Volkel, Woensdrecht

3. Niederrhein CTR in Amsterdam FIR

4. Kleine Brogel CTR in Amsterdam FIR

Class E 1. Eelde TMA

2. Rotterdam TMA 1, 2 and 3

3. Nieuw Milligen TMA A, C, E at or below FL 065 (FL 095 ¹)

4. Nieuw Milligen TMA B, G1 and G2

5. Nieuw Milligen TMA D at or below FL 065

¹) FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and Holidays.

Class F Nil

Class G All other airspace not mentioned above


1.2. National Stakeholders

The main National Stakeholders involved in ATM in the Netherlands are the following:

- The Ministry of Infrastructure and the Environment (MoT, “Ministerie van Infrastructuur en Milieu”);

- The Human Environment and Transport Inspectorate (ILT (CAA-NL), “Inspectie Leefomgeving en Transport”);

- The Ministry of Defence (MoD, “Ministerie van Defensie”) / Military Aviation Authority (MAA, “Militaire Luchtvaart Autoriteit”);

- Air Traffic Control the Netherlands (LVNL, “Luchtverkeersleiding Nederland”); - Royal Netherlands Air Force (RNLAF, “Koninklijke Nederlandse Luchtmacht”); - The Netherlands Air Traffic Committee (LVC, “Luchtverkeerscommissie); - The EUROCONTROL Maastricht Upper Area Center (Maastricht UAC).

Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.

1. The Ministry of Infrastructure and the Environment (MoT, “Ministerie van Infrastructuur en Milieu”) is the State authority for civil aviation in the Netherlands. Within MoT, the Directorate General for Mobility and Transport (DGB, “Directoraat-Generaal Bereikbaarheid”) is responsible for the development of aviation policy and legislation, including transport, environment and safety.

2. Policy implementation and supervision are delegated to the Human Environment and Transport Inspectorate (ILT (CAA-NL), “Inspectie Leefomgeving en Transport”), also a part of MoT. Within the framework of the Single European Sky (SES), a part of the Human Environment and Transport Inspectorate performs as the National Supervisory Authority (NSA).

3. The Ministry of Defence (MoD, “Ministerie van Defensie”) is the State military authority with regard to . As established in the Aviation Act, airspace regulation is a shared responsibility between the civil and military authorities and is effected by MoT in agreement with MoD. Within MoD, the Military Aviation Authority (MAA, “Militaire Luchtvaart Autoriteit”) is on behalf of the Minister of Defence responsible for policy, regulation, certification and auditing of the military aviation system. The MAA closely co-operates with the civil authorities DGB and ILT (CAA-NL).


The Royal Netherlands Air Force (RNLAF; Commando Luchtstrijdkrachten (CLSK)), as one of the operational commands within the MoD, controls part of the airspace, including all military aerodromes. Both ministries (MoT and MoD) established a joint ATM policy unit consisting of MoT and MoD staff. This unit is mainly responsible for the coordination and joint preparation of a national, state point of view regarding ATM dossiers. All units involved with ATS provision are in the process of being certified by the MAA. The Military training organization was certified in 2016.

4. Air Traffic Control the Netherlands (LVNL, “Luchtverkeersleiding Nederland”) is the major (national civil) air navigation service provider (a corporatized public entity since Jan 1993 – Independent Administrative Body (ZBO)). While accountable to MoT for its performance, LVNL is organisationally separated from DGB and ILT (CAA-NL). The Aviation Act stipulates that LVNL, together with the military ATS provider and MUAC share the responsibility for the provision of ATS to all air traffic within the Amsterdam FIR, each for its own Area of Responsibility. LVNL is certified for ATS, CNS and AIS provision and is designated as ATSP in the Aviation Act. Air Traffic Services on Amsterdam Airport Schiphol are provided by two control units (Schiphol Tower and Schiphol Approach). Rotterdam Approach is located in the LVNL building at Schiphol. ATS, CNS and all other herewith directly related activities for Groningen Airport Eelde and Maastricht Aachen Airport are part of the ATM Service Provision of the LVNL Regional Unit.

5. The Airspace and Flow Management Unit (AFMU); this body has been formally established by MoD and MoT on the ASM level one by the Netherlands Air Traffic Committee. In practice however AMC an FMU are still separated and manned by respectively MoD (AMC) and LVNL (FMU). As part of the ongoing civil-military cooperation it is envisaged to merge the entities into a front and backoffice construction encompassing all ASM related tasks.

6. The Netherlands Air Traffic Committee (LVC, “Luchtverkeerscommissie”) functions as a joint civil/military advisory body for the two Ministers responsible for aviation (MoD and MoT). It consists of representatives of both ministries – involving the MAA, DGB and ILT (CAA-NL) – and the service providers while also other ad-hoc stakeholders, such as airlines, are invited. Flexible Use of Airspace is fully applied by NL. A joint civil-military Airspace and Flow Management Unit (AFMU) dealing with the pre-tactical airspace planning is operated from LVNL (Schiphol). The AFMU is equivalent to an FUA Level 2 AMC in accordance with the FUA SES regulation. At tactical level, real-time on-line co-ordination takes place between the military and civil ATC centres.

7. For the services provided, the EUROCONTROL Maastricht Upper Area Center (Maastricht UAC) is a certified ATSP for the upper airspace, based in the Netherlands and designated in the Aviation Act. The foundation of Maastricht UAC lies in the Maastricht Agreement, involving Belgium, Germany, Luxembourg, Netherlands and EUROCONTROL. Maastricht UAC is outside the scope of this LSSIP and delivers its own LSSIP document. The activities of these main National Stakeholders are detailed in the following sub-chapters and their organizational charts are shown in Annex B.

Other important national stakeholders involved in ATM in the Netherlands are as follows:

8. The Dutch Safety Board (OVV, “Onderzoeksraad voor Veiligheid”) carries out the investigations for civil aviation accidents. The OVV is an independent body within the meaning of Art 4(1) of Regulation (EU) No 996/2010 of the European Parliament and of the Council, which means that the investigations following civil aviation accidents and/or incidents are carried out by a permanent body functionally independent in particular of the National Aviation Authorities (part of the ‘safety chain’) and of any other entity (e.g. ANSPs, airport operators, etc) whose interests could conflict with the investigations themselves.

9. Amsterdam Airport Schiphol (AAS) is the major airport in the Netherlands; it is part of the Schiphol Group, in the ownership of the State of the Netherlands, the City of Amsterdam, the City of Rotterdam and Aéroports de Paris – details regarding Schiphol Group and the ownership of AAS are provided in Annex B4.

10. The Royal Netherlands Meteorological Institute (KNMI, “Koninklijk Nederlands Meteorologisch Instituut”) is an agency within MoT responsible for the provision of meteorological services in the Amsterdam FIR. KNMI is certified as a provider for meteorological services and designated in the Act for KNMI.


1.2.1. Civil Regulator(s)

General Information

Civil Aviation in The Netherlands is the responsibility of the Ministry of Infrastructure and the Environment (MoT, “Ministerie van Infrastructuur en Milieu”). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA-NL is further detailed in the following sections.

Within MoT, the Directorate General for Mobility and Transport (DGB, “Directoraat-Generaal Bereikbaarheid”) is responsible for the development of aviation policy and legislation, including transport, environment and safety.

The Dutch civil aviation regulatory framework consists of:

1. European Community (EC) regulations, which are directly applicable and binding in the Netherlands;

2. National acts – enacted by government and parliament;

3. Royal decrees (“Koninklijke besluiten”); and

4. Ministerial regulations (“ministeriële regelingen”).

The legal framework is further complemented by Ministerial orders (“ministeriële besluiten”) and Policy rules (“beleidsregels”), which may have a legal binding status and require publication.

At its higher level, the regulatory framework consists of three basic laws:

1. The Act on Aviation (“Wet luchtvaart"), enacted in 1992 by Parliament, which addresses LVNL, MUAC and the military;

2. The Aviation act (“Luchtvaartwet”), enacted in 1959;

3. The Kingdom act concerning Safety Investigation Board, enacted in 2005.

MoT (civil) and MoD (military) are both the regulators for the Aviation act, the Act on aviation and the decrees and regulations based on those acts. MoT is the regulator for the Act on the Royal Netherlands Meteorological Institute and the decrees and regulations based on that act.

The different national entities having regulatory responsibilities with respect to ATM/ANS are specified in the table below.

Activity in ATM: Organisation responsible

Legal Basis

Rule-making (MoT/DGB)

(MoD)

Act on aviation (Wet luchtvaart), chapter V;

Regulations (EC) 549/2004, 550/2004, 551/2004, 552/2004 and 1070/2009.

Safety Oversight ILT (CAA-NL)

MLA (MAA-NL)

Supervision is in the remit of the ILT for civil aviation

Supervision is in the remit of the MAA-NL for military aviation

Act on aviation, article 11.1, par. 1, sub section b;

Ministerial order regarding the appointment of aviation supervisors (Besluit aanwijzing toezichthouders luchtvaart);

Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016;


Ministerial order regarding the establishment of ILT (Instellingsbesluit Inspectie Leefomgeving en Transport), article 2, par. 2, subsection c. ILT is the nominated NSA as from 1 January 2012.

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

Aviation law inspection

Administrative enforcement (suspension or withdrawal of license, enforcement action, coercive sum, administrative fine)

Criminal enforcement (penalization)

ILT (CAA-NL)

MLA (MAA-NL)

Enforcement is in the remit of the ILT for civil aviation

Enforcement is in the remit of the MAA-NL for military aviation

Act on aviation, article 11.15, subsection b, under 2 up to and including 5, and article 11.16, par. 1, subsection c;

Ministerial order regarding the establishment of ILT, article 2, par. 2, subsection c. ILT is the nominated NSA as from 1 January 2012;

Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016;

Act on aviation, Aviation act and General act on administrative law;

Act on aviation, art. 11.9-11.10, Aviation act, art. 62-70, Economic offences act, art. 1.

Airspace MoT/DGB together with MoD/MAA-NL

Supervision and enforcement are in the remit of ILT (CAA-NL) and MoD/MAA-NL respectively

Act on aviation, chapter V, complemented by ministerial decrees and regulations;

Rules of the air: Decree on air traffic rules (Besluit luchtverkeer 2014) and Regulation (EU) Nr. 923/2012 (Standardized European rules of the air);

ATM/ANS: Regulations (EC) 549/2004, 550/2004, 551/2004, 552/2004 and 1070/2009 and Regulation (EU) Nr. 923/2012 (Standardized European rules of the air).

Economic MoT/ DGB and ILT (CAA-NL)

Act on aviation, article 5.43, subsection 3;

In providing its function as an NSA, ILT uses economic expertise from MoT/DGB, which has such expertise as being responsible for the content of the economic/financial and performance regulation.

Environment MoT/ DGB

Supervision and enforcement are in the remit of ILT (CAA-NL)

The Airport traffic decree for Schiphol Airport (Luchthavenverkeerbesluit Schiphol), chapters III en IV, provides rules for route and runway use, which service provider LVNL must comply with. This decree also provides rules to comply with the values for noise maximum, external safety and local air pollution. Handling air traffic within limit values is a common responsibility of LVNL, the airlines and Schiphol Airport.

Security Ministry of Security and Justice, MoD and MoT/DGB

Supervision and enforcement are in the remit of police and customs officers, and of

Aviation act (Luchtvaartwet), chapter IV, section 3A, holds the Minister of Security and Justice responsible for security of civil aviation;

Decree on air traffic rules (Besluit luchtverkeer 2014);


MoD respectively Regulation (EU) Nr. 923/2012 (Standardized European rules of the air);

Ministerial regulation on interception of aircraft (Regeling onderschepping luchtvaartuigen).

Accident investigation The Dutch Safety Investigation Board (OvV)

Kingdom act concerning the Safety Investigation Board (Rijkswet Onderzoeksraad voor veiligheid), article 4, par. 1, subsection e.


Directorate General for Mobility and Transport (DGB) and the Human Environment and Transport Inspectorate (ILT (CAA-NL))

By provision of law, MoT is the competent civil ATM regulator. This responsibility is further broken down within the remit of two MoT departments, DGB and ILT (CAA-NL) as follows:

1. The Directorate-General for Mobility and Transport (DGB, “Directoraat-Generaal Bereikbaarheid”) is responsible for the development of aviation policy and legislation, including transport, environment and safety. The Director-General of DGB represents the Netherlands in the EUROCONTROL (Provisional) Council. Airspace regulation is a shared responsibility between civil and military authorities. Therefore airspace regulation in respect of civil aviation is established by MoT/DGB in agreement with the MoD/MAA.

2. ILT (CAA-NL) (Human Environment and Transport Inspectorate, “Inspectie Leefomgeving en Transport”) is responsible for aviation policy implementation, oversight and enforcement. Part of ILT (CAA-NL) performs the role and tasks of the NSA NL. ILT (CAA-NL) also develops (drafts) lower regulations for DGB. ILT (CAA-NL) is ISO 9001:2008 certified.

DGB and ILT (CAA-NL) are organisationally separated from the ATSPs LVNL and MUAC. ILT (CAA-NL) and LVNL are both under the regulatory authority of the Minister of Infrastructure and the Environment.

The Netherlands, together with Belgium, Germany and Luxembourg agreed in the Maastricht Agreement for the provision and operation of air navigation services by EUROCONTROL from the Maastricht Area Control Centre (MUAC). Based on the Chicago Convention and the Maastricht Agreement, each of the four States retains its specific responsibilities as regards regulation and oversight within its own portions of airspace which are serviced by Maastricht UAC. Regulation and oversight of Maastricht UAC are nevertheless exercised in a highly coordinated manner among the four concerned States, including with EUROCONTROL.

At regulatory level, coordination is mainly ensured through the Maastricht Coordination Group (MCG).

At supervisory level, the service as provided at Maastricht UAC, as a NL-based ATS provider, was SES-certified by the NSA NL in cooperation with the NSAs of the three other States. On the basis of the agreement of the 4 States NSAs regarding the oversight activities on Maastricht UAC (including the 4 NSA’s Manual), the four States’ NSAs work together concerning the Single European Sky-related supervision of MUAC. They cooperate within an NSA-Committee (NSA-C), which is responsible for all supervisory activities on MUAC and a Common Supervisory Team (CST), which exercises the applicable oversight functions.

The organisation chart of the Ministry of Infrastructure and the Environment is at Annex B. The Internet site of MoT/DGB may be accessed at address: http://www.rijksoverheid.nl/ministeries/ienm.

The Internet site of ILT (CAA-NL) may be accessed at address: www.ilent.nl.

Annual Report published: Y https://www.ilent.nl/over_ilt/publicaties/jaarverslag/

Military Authorities in the Netherlands

The Military Authorities in the Netherlands are composed of:

1. The Military Aviation Authority (MAA, “Militaire Luchtvaart Autoriteit”) has an independent position directly under the Minister of Defence. The Director MAA is the military supervisory authority and is responsible for the development of aviation policy. The MAA NL consists of three operational divisions (operations, certification and airports/airspace) and one supporting staff division. These divisions have specialist and military knowledge that is relevant to each area of expertise. The operational divisions reflect the MAA philosophy of a “Total Aviation System” in which the interrelation of all aspects of (military) aviation becomes clearly visible. MAA closely cooperates to this purpose with the civil authorities of DGB within the joint civil/military ATM Policy Unit. On oversight, the MAA closely cooperates with ILT (CAA-NL).


2. The military ATS provider organization consists of all entities appointed by the Minister of Defence in order to provide ATS. These entities are divided into fixed stations, consisting of AOCS Nieuw Milligen (including Fighter Control, Area Control and Centralized Approach Control) and the control towers on Military Airbases, and mobile stations consisting of naval vessels or mobile towers. A military manned AFMU dealing with the AMC tasks and responsible for the ASM level 2 is stationed at AOCS NM.

As part of an extensive civil-military cooperation process the ATS service provision to OAT will be transferred in 2017. All ATS below FL245, excluding the local ATS provided in the respective military control zones and Fighter Control, will be collocated at LVNL premises end of 2017. The service provision to OAT above FL245 will be transferred to MUAC by the 27th of April 2017.

Their regulatory, service provision and user role in ATM are detailed further below.

The organisation chart of the Ministry of Defence is at Annex B. The Internet site of MoD may be accessed at address: http://www.rijksoverheid.nl/ministeries/def.

1.2.2. ANSP(s)

Service provided

The legal basis for the establishment and provision of air traffic services in the Netherlands is in the Act on Aviation, Chapter 5. The conditions are detailed in the Governmental Decree on Air Traffic (Besluit luchtverkeer 2014) and the Ministerial Regulation on air traffic service provision (Regeling luchtverkeersdienstverlening).

Cross-border provision of services is possible under the Regulation (EC) No 550/2004 and has its legal basis in the Act on aviation. Aside from cross-border service agreements between serviceproviders, the Regulation on ATS delegation to foreign service providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties) deals with specific areas, i.e. Brussels ATC, Langen ATC, London ATC, Copenhagen ATC and Mil ATCC Semmerzake.

ATC The Netherlands (LVNL, “Luchtverkeersleiding Nederland”)

Name of the ANSP: LVNL

Governance: LVNL has been an independent administrative body (ZBO) since 1 January 1993. As such, LVNL is accountable for its performance to the MoT and LVNL staff members are civil servants. In the sense of the Central and Local Government Personnel Act, LVNL applies the Code of Good Governance for Implementing Organizations as a directive.

Ownership: LVNL is an Independent Administrative Body (ZBO, “Zelfstandig Bestuursorgaan”).

Services provided Y/N Comment

ATC en-route Y ATS below FL245 is in the responsibility of LVNL with the exception of the areas under control by AOCS Nieuw Milligen and also Amsterdam FIR above FL245, which is delegated to Maastricht UAC (MUAC).

ATC approach Y ATC approach services at Schiphol, Rotterdam, Groningen, Maastricht and Lelystad are provided by LVNL.

ATC Aerodrome(s) Y Aerodrome ATC services at Schiphol, Rotterdam, Groningen and Maastricht are provided by LVNL.


AIS Y All AIS provided to GAT within the area of scope of this LSSIP are delivered by LVNL in close coordination with RNLAF.

CNS Y All CNS services provided to GAT within the area of responsibility and scope of this LSSIP are delivered by LVNL.

MET N KNMI is certified and designated as the provider for meteorological services. (Note: Another MET provider, Meteo Consult was also certified, but not designated).

ATCO training Y All ATCO training for the services provided by LVNL are in the full responsibility of LVNL.

Others N

Additional information:

Provision of services in other State(s):

Y LVNL provides services in the UK, Germany and Belgium by ATS cross-border delegation.

Annual Report published: Y https://www.lvnl.nl/binaries/content/assets/corporate-publicaties/publicaties-2016/2015-lvnl-jaarverslag.pdf

The Internet site of LVNL may be accessed at address: www.lvnl.nl. The organization chart, as published on the internet site of LVNL, is available in Annex B.

Royal Netherlands Air Force (“Koninklijke Nederlandse Luchtmacht”)

Name of the ANSP: RNLAF

Governance: RNLAF is as one of the operational commands part of the Dutch MoD organization.

Ownership: RNLAF is as one of the operational commands part of the Dutch MoD organization.

Services provided Y/N Comment

ATC en-route Y ATS inside the Amsterdam FIR in areas designated by national legislation.

ATC approach Y ATC approach services at De Kooy, Leeuwarden, Deelen, Gilze-Rijen, Volkel, Woensdrecht, Eindhoven, Budel, Teuge and Twente.

ATC Aerodrome(s) Y Aerodrome ATC services at De Kooy, Leeuwarden, Deelen, Gilze-Rijen, Volkel, Woensdrecht, Eindhoven.

AIS Y All AIS provided to OAT and GAT within the area of responsibility and in close coordination with LVNL.

CNS Y All CNS services provided to OAT and GAT within the area of responsibility.

MET Y The Joint Meteorological Group (JMG) provides in close cooperation with KNMI the MET services for traffic in the area of responsibility. JMG is in the process of being certified by the MAA.

ATCO training Y All ATCO training for the services provided by RNLAF are in the full responsibility of RNLAF.

Others Y The provision of Tactical ATS during special events in designated areas.

Additional information:

Provision of services in other State(s):

Y RNLAF provides services in Germany and Belgium by ATS cross-border delegation.

Annual Report published: N


Maastricht UAC

The LSSIP information concerning Maastricht UAC, the 2nd main NL-based and certified ATS provider, is available in the LSSIP 2014 document of Maastricht UAC.

ATC systems in use

Main ANSP part of any technology alliance1 Y ICAS

FDPS

Specify the manufacturer of the ATC system currently in use: Raytheon/Indra

Upgrade2 of the ATC system is performed or planned? 2016

Replacement of the ATC system by the new one is planned? 2021

ATC Unit EHAACC

Specify the manufacturer of the ATC system currently in use: Shared ATC System/Raytheon/Indra

Upgrade3 of the ATC system is performed or planned? 2016/2017

Replacement of the ATC system by the new one is planned? Transformation to AAA end of 2017

ATC Unit EHAAMC

SDPS

Specify the manufacturer of the ATC system currently in use: Raytheon/Indra

Upgrade of the ATC system is performed or planned? 2016

Replacement of the ATC system by the new one is planned? 2021

ATC Unit EHAAACC

Specify the manufacturer of the ATC system currently in use: Shared ATC System/Indra

Upgrade of the ATC system is performed or planned? 2016/2017

Replacement of the ATC system by the new one is planned? Transformation to AAA end of 2017

ATC Unit EHAAMC

1Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) 3 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))


ATC Units

The ATC units in the Dutch airspace, which are of concern to this LSSIP, are the following:

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

EHAAACC 5 n/a FIRNL

Approach 3 units EHAM EHBK EHGG

Dutch Mil 7 FIRNL ATS to GAT below FL 195 and OAT in the assigned airspace

RAPCON 5 FIRNL Unit South, West and North providing approach services for EHKD EHLW EHDL EHVK EHWO EHGR EHBD EHTE EHTW and EHEH

1.2.3. Airports

General information

Amsterdam Airport Schiphol (AAS), a part of Schiphol Group, is the major airport in the Netherlands. Other relevant ATS controlled civil airports are Rotterdam Airport, Maastricht Aachen Airport, Groningen Airport Eelde and Eindhoven Airport (military airfield with civil co-use). ATS, CNS and AIS services at Eindhoven Airport are provided by MilATCC (AOCS NM) and the military control tower. Air Traffic Services on Amsterdam Airport Schiphol are provided by two control units (Schiphol Tower and Schiphol Approach). Rotterdam Approach is located in the LVNL building at Schiphol. ATS, CNS, AIS and all other herewith directly related activities for Groningen Eelde Airport and Maastricht Aachen Airport are part of the ATM Service Provision of the LVNL Regional Unit.

The revised Aviation Act of 2002 dictates environmental rules for Amsterdam Airport Schiphol. The Airport Traffic Decree Schiphol, a governmental decree based on the Aviation Act, provides rules for route and runway use that LVNL has to comply with. This decree also provides the responsibility to comply with the limit values for noise, external safety and local air pollution. Handling air traffic within maximum values is a common liability of LVNL, the airlines and the airport. Transgressions of these maximum values results in financial penalties and measures from ILT (CAA-NL).

More information on Amsterdam Airport Schiphol is available in Annex B, Organisation of the national stakeholders.

Annual Report published: Y For 2016 Amsterdam Airport Schiphol published the Annual Report http://www.jaarverslagschiphol.nl/

Airport(s) covered by the LSSIP

Referring to the List of Airports in the Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives.

The LSSIP for the Netherlands focuses only on Amsterdam Airport Schiphol.


Regulatory role

Regulatory framework and rule-making

The legal basis for the regulatory elements of military aviation originates from the Aviation Act; in particular: Article 1.4 empowering the Ministry of Defence (MoD) to issue regulations and to coordinate MoD regulations applicable to civil traffic/ air navigation with the MoT; Article 3.14 regarding certificates of airworthiness for military aircraft; and Chapter 10, which is entirely dedicated to military aviation. The Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016 designates the MAA as the entity responsible for the safety of military aviation empowered to act on behalf of the Minister of Defense.

Airspace regulation is a shared responsibility of the civil and military authorities; the military authorities control parts of the airspace. Coordination between the two authorities is ensured at all levels.

OAT GAT

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

Y Provision of service for GAT by the Military governed by national legal provisions?

Y

Level of such legal provision: Aviation Act (law), Ministerial Decree and Air Force Regulation

Level of such legal provision: Aviation Act (law)

Authority signing such legal provision: Parliament (for the Aviation Act) and Minister of Defence (for the Decrees and regulations below the level of the Aviation Act)

Authority signing such legal provision: Parliament (for the Aviation Act) and Minister of Defence (for the Decrees and regulations below the level of the Aviation Act)

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

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

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

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification Y ANSP Certification Y

ANSP Supervision Y ANSP Supervision Y

Aircrew Training Y ESARR applicability Y

Aircrew Licensing Y

Additional Information: the MAA is in the process of transposing the regulations and requirements applicable for Civil Aviation into equivalent Military Aviation Requirements (MAR/ATM)

The NSA has informed EASA that the MAA and its MARs are fully compliant with the requirements of EASA.

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 Y National AIP Y

National Military AIP Y National Military AIP Y

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: N/A Other: N/A


Oversight

Service Provision role

Military ANSP providing GAT services SES certified?

N If YES, since: N/A Duration of the Certificate:

N/A

Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations?

Y

Additional Information: The Military Requirements for Air Traffic Services and Airports (MLE-ANS, MLE-MLH) have been formulated and published in 2010 and are based on the existing civil requirements (i.e. ICAO and the Common Requirements). The equivalence of these requirements has been studied and it has been concluded that the military requirements provide an equivalent level of safety. Early 2014 a written statement has been provided by the NSA concluding that the equivalence of the military requirements with the civil requirements is provided.

OAT GAT

National oversight body for OAT: MAA In accordance with IR 216/2008 art. 1 MAA is the oversight body for GAT in case the service is provided by military personnel. NSA has confirmed that the equivalent level of compliancy with the basic regulation is provided by the MAA regulations.

Additional information: MAA is functionally separated from the military Service Provision; both entities are under the direct responsibility of the MoD. The MAA is in the process of finalizing the initial certification of all ATS providers. The two remaining entities to be certified in 2017 are the Defense Helicopter Command and JMG.

OAT GAT

Services Provided: Services Provided:

En-Route Y Note: Provided by AOCS NM En-Route Y

Approach/TMA Y Note: Provided by AOCS NM for all Military Airbases and Mil TMAs

Approach/TMA Y

Airfield/TWR/GND Y Note: Provided at all RNLAF Airfields

Airfield/TWR/GND Y

AIS Y Note: Provided at all RNLAF and RNNavy Airfields

AIS Y

MET Y Note: Provided at all RNLAF and RNNavy Airfields

MET Y

SAR Y Note: All SAR Y

TSA/TRA monitoring Y Note: Provided by AOCS NM FIS Y

Other: N/A Other: N/A

Additional Information: Additional Information:


User role

Flexible Use of Airspace (FUA)

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

If Military fly OAT-IFR inside controlled airspace, specify the available options:

Free Routing Y Within specific corridors only Y

Within the regular (GAT) national route network Y Under radar control Y

Within a special OAT route system Y Under radar advisory service N

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:

No special arrangements Exemption from Route Charges Y

Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y

CNS exemptions: RVSM Y 8.33 N Mode S N ACAS

Others: Exemptions are granted only for combat aircraft, State aircraft can be exempted from ATFCM measures depending on the mission.

Military in Netherlands applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




Chapter 2 Traffic and Capacity

2.1. Evolution of traffic in The Netherlands

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F

IFR

flig

hts

Netherlands - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

A = ActualF = Forecast

2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 FH 6.5% 4.8% 2.5% 1.9% 2.9% 2.8% 2.9%B 2.4% 2.6% 3.4% 6.1% 3.7% 1.2% 0.9% 1.5% 1.8% 2.0%L 5.7% 2.0% -0.1% 0.5% 0.5% 0.3% 0.6%

ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1%

EUROCONTROL Seven-Year Forecast (September 2016)IFR flights yearly growth

Netherlands


2016

Based on NM archived data, traffic in the Netherlands increased by 4.8% during Summer 2016 (May to October), when compared to Summer 2015.

2017-2021

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.6% and 3.0% with an average baseline growth of 1.8 % throughout the planning cycle.

2.2. Amsterdam ACC

2.2.1. Traffic and en-route ATFM delays 2012-2021

Source: NM data

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Peak Day Traffic 1645 1657 1698 1764 1885

Summer Traffic 1509 1534 1565 1632 1733

Yearly Traffic 1393 1408 1441 1499 1611

Summer Traffic Forecast 1789 1798 1806 1818 1843

High Traffic Forecast - Summer 1791 1810 1821 1845 1891

Low Traffic Forecast - Summer 1753 1756 1763 1785 1785

Summer enroute delay (all causes) 0.26 0.15 0.17 0.13 0.14

Yearly enroute delay (all causes) * 0.18 0.12 0.13 0.10 0.11

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

inut

es

per

flig

ht)

IFR

flig

hts

(D

aily

Ave

rage

)

EHAAACC - Traffic and en-route ATFM delays

*From 01/01/2016 to 31/10/2016


2.2.2. Performance summer 2016

Traffic Evolution 2016 Capacity Baseline En-route Delay (min/flight) -

Summer Capacity gap

Ref value Actual

+ 6.1 % 146 (+2%) 0.14 0.14 No

The average en-route delay per flight slightly increased from 0.13 minutes per flight during Summer 2015 to 0.14 minutes per flight in Summer 2016. 63% of the delays were for the reason ATC Capacity and 30% for the reason Weather.

Capacity Plan 0% Achieved Comments

Maximum configuration: 5 sectors Yes

Summer 2016 performance assessment

The ACC capacity baseline was measured with ACCESS at 146, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 135 during the measured period and an average peak 3 hour of 118.

2.2.3. Planning Period 2017-2021

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.

H 146 0% 146 0% 147 1%

Ref. 146 0% 146 0% 146 0%

L 146 0% 146 0% 146 0%

Open 146 0% 146 0% 146 0%

C/R 146 0% 146 0% 146 0%

Capacity Profiles

ACC2016

baseline

Profiles (hourly movements and % increase over previous year)

2017 2018 2019

EHAA 146


Capacity Plan 2017 2018 2019 2020 2021

Free Route Airspace

Airspace Management Advanced FUA

Improved FUA for TMA-C through

CivMil co-location

Airport & TMA Network Integration

Improved insight in

departures EHAM due to A-CDM

Cooperative Traffic Management

Airspace Procedures

Staffing Technical Capacity

Significant Events

Max sectors 5 5 5 5 5 Planned Annual Capacity

Increase 0.5% 0% 0% 0% 0%

Reference profile Annual % Increase

0% 0% 0% N/A N/A

Difference Capacity Plan v. Reference Profile

0.7% 0.7% 0.7% N/A N/A

Annual Reference Value (min)

0.14 0.15 0.14 N/A N/A

Summer reference value (min)

0.14 0.15 0.14 N/A N/A

Additional information

Lelystad (EHLE) is now a general aviation airport, but is planned to get a lengthened runway to accommodate a part of the (commercial) traffic growth foreseen in the Netherlands. LVNL is assessing options to incorporate this traffic growth and develop new routes for the connection of EHLE to the main route network. The effects are still unknown, hence these plans are not included in the table above. Currently the Lelystad planning is under review but opening is not foreseen before Spring 2019.


Note: these figures are the maximum that can be delivered, if required. The actual planned opening schemes will be based on the expected traffic demand.

0

1

2

3

4

5

600:00

02:00

04:00

06:00

08:00

10:00

12:00

14:00

16:00

18:00

20:00

22:00

Sectors available ‐ Summer 2017 ‐WD

0

1

2

3

4

5

6

00:00

02:00

04:00

06:00

08:00

10:00

12:00

14:00

16:00

18:00

20:00

22:00

Sectors available ‐ Summer 2017 ‐WE

2015 2016 2017 2018 2019 2020 2021

2017‐2019 Reference Capacity Profile 146 146 146

Capacity Profile ‐ Shortest Routes (Open) 146 146 146

Capacity Profile ‐ Current Routes 146 146 146

Capacity Profile ‐ High 146 146 147

Capacity Profile ‐ Low 146 146 146

Capacity Baseline 143 146

2017 ‐ 2021 Plan 147 147 147 147 147

50

70

90

110

130

150

170

Cap

acity profile (movements per hour)

EHAACTA - Reference capacity profile and alternative scenarios

2017-2021 Planning Period Outlook

No capacity problems are foreseen in the current planning cycle.


Chapter 3 Master Plan Level 3 Implementation Report recommendations

Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to Netherlands for all items that require corrective actions and improvements.

Reference

number Recommendation 2015 Ownership

REC-2015/1

Operational stakeholders should ensure that the pace of implementation of pre-SESAR elements is increased, or at least kept at the same level to ensure timely delivery of SESAR baseline.

All operational stakeholders

Corrective actions taken: YES Description: The implementation of parts of the pre-SESAR elements has been completed. The implementation of the remaining parts is either ongoing or planned. The SESAR baseline elements are expected to be implemented in time.

REC-2015/2

Local Stakeholders that declared delays in implementation of AOM19, FCM04, ATC07.1, ATC15, NAV10, ENV01, AOP04.1, ITY-ADQ, ITY-FMTP, INF07, COM10to take corrective measures to reduce the implementation delays, or at least ensure that these delays are not increased.

Local Stakeholders

Corrective actions taken: YES Description: The implementation of most of the elements mentioned has been completed or is ongoing. The elements that are expected to be late are strictly monitored.

REC-2015/7

ANSPs should use the momentum created by PCP funding opportunities to secure and achieve full interoperability in line with Master Plan Level 1 vision.

ANSPs benefiting from EU funding

Corrective actions taken: NO Description: Dutch authorities strongly support and facilitate the ANSP to make use of the PCP funding opportunities. As of a matter of fact, the Dutch ANSP has been quite successful in applying for PCP funding opportunities and try to accelerate the implementation of objectives. Nevertheless, the ANSP is expected to comply with the PCP regulation with or without PCP funding. Hence, corrective actions are not foreseen.


Chapter 4 National Projects

Airport CDM implementation Schiphol (109AF2)

Organisation(s): Amsterdam Airport Schiphol (NL), LVNL - Luchtverkeersleiding Nederland (NL)

Type of project: National

Schedule: 01/01/2014 - 31/12/2016 The start of exchange of DPI messages with the Eurocontrol Network Manager is planned Q4 2017.

Status: LVNL participates together with Schiphol Airport and Dutch Airlines in a CDM Platform. This platform uses the Eurocontrol CDM manual as input for its activities. LVNL is a member of the Eurocontrol CDM Taskforce. Implementation has started in 2009. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager is planned Q4 2017.

Description: Airport CDM implementation according to Eurocontrol guidelines consisting of 2 major parts: Local Airport CDM Real time CDM data presentation to pilots and handlers CDM for adverse conditions Development of an HMI presentation for SUC CDM Trials Process and procedure development and implementation (Local) CDM information sharing Connection to Eurocontrol NMOC Connecting the local CDM process to the NMOC Allow exchange of DPI messages in accordance with Eurocontrol specifications

Link and references

ATM MP links: L3: AOP05

Other links: -

Project included in RP2 Performance Plan:

N Name/Code in RP2 Performance Plan:

-

Project included in DP2016:

Y Name/Code in DP2016: Project 109AF2; Family 2.1.3 / Airport CDM implementation Schiphol

Performance contribution

Safety: -

Environment: + The pre-departure sequence planning further improves the existing holding-at-the-gate practice. Exchange of FUM and DPI messages enables more efficient network operation and less fuel consumption.

Capacity: + As a result of operational efficiency improvements the capacity will grow for several organisations in the turn-around proccess.

Cost-efficiency: -

Operational efficiency: + Airport CDM enables process optimization for all organisations involved in the turn-around process.


Amsterdam Schiphol AMAN 1.0 (2015_165_AF1)

Organisation(s): LVNL - Luchtverkeersleiding Nederland (NL) Type of project: National

Schedule: 01/07/2016 - 31/12/2017

Status: System requirements and design are almost completed. Shadow mode has been tested.

Description: Implementation of improved Trajectory Predictor (TP) Implementation of Delta-T indication Implementation of Preview Window Optimising inbound traffic flows by improving the delivery precision and the support for ATCO's. Improving the delivery precision result in (more) stable and (more) predictable inbound traffic streams. Stable and predictable inbound traffic streams can be achieved by providing advice on speed and routing for inbound aircraft to Schiphol airport. LVNL s current AAA system is unsuitable as platform to develop such advisory functions. This first step is to provide a suitable base (= AMAN 1.0) for LVNL s new AMAN system.

Link and references

ATM MP links: L3: ATC07.1

Other links: -


- Name/Code in RP2 Performance Plan:

-


Y Name/Code in DP2016: Project 2015_165_AF1; Family 1.1.1


Safety: -

Environment: -

Capacity: -

Cost-efficiency: -

Operational efficiency: + An effective arrival management system will plan and control arriving traffic in such a way that the flights will form a smooth and reliable stream of traffic. The result is improved flight efficiency due to improved flight profiles, which is a prerequisite for flying low noise approaches that reduces the environmental impact on the communities around Schiphol.


Amsterdam Schiphol AMAN 2.0 (2015_166_AF1)


Schedule: 01/01/2017 - 20/12/2019

Status: The project will start January 2018.

Description: Implementing high resolution meteo data to improve trajectory prediction; Implementing speed advisories; Implementing flexible trajectory prediction to support optimised descent profiles.

Link and references

ATM MP links: L3: ATC07.1

Other links: -



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -

Operational efficiency: + An effective arrival management system will plan and control arriving traffic in such a way that the flights will form a smooth and reliable stream of traffic. The result is improved flight efficiency due to improved flight profiles, which is a prerequisite for flying low noise approaches that reduces the environmental impact on the communities around Schiphol.


Civil-Military co-location (-)

Organisation(s): LVNL - Luchtverkeersleiding Nederland (NL), Militaire Luchtvaart Autoriteit (NL)

Type of project: National

Schedule: Co-location finalized Q4 2017.

Status: ATC NL, RNLAF and MoT-MoD reached an agreement in 2014 to implement the co-location of military functions at ATC NL in Q4 2017. Implementation has started and is on-going.

Description: ATC providers ATC NL and RNLAF have issued a letter of intent in which they declare their intention to strive for further organisation with the ultimate aim of a single air traffic navigation service provider and a single airspace by 2020 or sooner if possible. Objective: to increase effectiveness and efficiency in air space usage as well as Air Navigation Services within Amsterdam Flight Information region in the Netherlands. The Airspace Vision contains additional measures and decisions by the MoT and MoD to increase the co-operation between ATC NL, MUAC and Royal Netherlands Airforce/MILATCC with respect to civil military integrated ANS. Both ministries and ANSPs have set the ambition and agreement to co-locate military ANS functions at Eurocontrol Maastricht (above FL245) and ATC NL (below FL245) in Q4 2017.

Link and references

ATM MP links: -

Other links: Contributes to ESSIP objectives on AOM, ATC.


N Name/Code in RP2 Performance Plan:

-


N Name/Code in DP2016: -


Safety: See "Capacity"

Environment: See "Capacity"

Capacity: -

Cost-efficiency: See "Capacity"

Operational efficiency: + Civil-military co-operation initiatives within The Netherlands are aimed to increase the performance of the Dutch ANS. To optimize the usage of airspace by the enhanced FUA concept, increase safety, capacity, flight efficiency and reduce costs for ANS.


Development Arrival Management (AMAN)


Schedule: Study phase 2011-2013 Design phase 2013 2014 Implementation phase 2015 2016 Operational in use 2016 / 2017 After care 2017

Status: -

Description: Optimising inbound traffic flows by improving the delivery precision. Improving the delivery precision requires (more) stable and (more) predictable inbound traffic streams. Stable and predictable inbound traffic streams can be achieved by providing advice on speed and routing for inbound aircraft to Schiphol airport. LVNLs current AAA system is unsuitable as platform to develop such advisory functions. This first step is to provide a suitable base (= AMAN 1.0) for LVNLs new AMAN system.

Link and references

ATM MP links: -

Other links: -



-


- Name/Code in DP2016: -


Safety: -

Environment: -

Capacity: An effective arrival management system will plan and control arriving traffic in such a way that the flights will form a smooth and reliable stream of traffic. The result is improved flight efficiency due to improved flight profiles, which is a prerequisite for flying low noise approaches that reduces the environmental impact on the communities around Schiphol.

Cost-efficiency: -

Operational efficiency: -


Electronic Flight Strips at Schiphol TWR (108AF2)


Schedule: 01/09/2014 - 01/01/2018 Operational in use: 2019

Status: In 2017 the EFS design and the console design will be finalised using an incremental development method. This period is also used to finalise the transition plan. Starting from Q4 of 2017 the procurement of the hardware will start and at the beginning of 2018 the new consoles will be manufactured. After a succesfull SAT the training will be set-up and afterwards all staff will be trained. In Q1 2019 EFS will Go Live in the operational towers.

Description: Digital flight data processing at Schiphol Towers and the Tower simulator Safer and more efficient handling of ground traffic Efficient and flexible data distribution and data sharing Enabler for safety support systems Enabler for CDM extension of functionalities Description: Work Package 1: Project Management Work Package 2: Tender Organisation Work Package 3: Electronic Flight Strip Application Work Package 4: Console Adjustments Work Package 5: Transition The overall expected results after EFS is operational with particular reference to the ATM Performance contribution: A digital tower environment with a digital data flow (so without paper flight strips); Identical tower working positions with cleaned up and simplified consoles; A flexibility gain in allocating functions to working positions and extending the amount of working positions; A quieter working environment (speechless coordination, less standing up and walking in the tower, printing noises, etc.). These results will lead to less working errors (thus an increase in safety) and a more efficient use of both data and ATC personnel in the ATM process at the tower. It is an enabler for a lot of planned future activities like safety net functions, conflict detection, data sharing, enhanced CDM, automation of specific functions, enhanced A-SMGCS, etc.

Link and references

ATM MP links: L2: AO-0102, AO-0603, DCB-0302, IS-0101, IS-0102, IS-0204

Other links: -


Y Name/Code in RP2 Performance Plan:

Replacement EHAM/EHRD TWR system


Y Name/Code in DP2016: Project 108AF2; Family 2.1.2 / Electronic Flight Strips at Schiphol TWR



Safety: + Implementing electronic flight strips enables safety improvements: - Improved working conditions (tidier / calmer because of reduced verbal co-ordination requirements) - Improved observability of control actions - Improved presentation of flight plan data for the controller - Unambiguous data distribution - The ability add safety net functions in the future

Environment: -

Capacity: -

Cost-efficiency: -

Operational efficiency: + A more efficient workflow is expected for the following reasons: - More flexible and efficient data distribution - Disclosure of flight plan data to other parties involved in flight handling process - Easier to combine / de-combine working positions - Easier to display CDM flight status information

First phase of RNAV1 and RNP-APCH approaches Amsterdam Schiphol (107AF1)


Schedule: 01/01/2014 - 31/12/2020

Status: The first RNAV approach route has been implemented. In the coming period the implementation of the first RNP APCH at Amsterdam airport Schiphol is started. The implementation of the second RNAV route is planned for 2019.

Description: - Publication and operational implementation of an RNAV1 fixed inbound route to RWY 36R from ARTIP. - Publication and operational implementation of an RNAV1 fixed inbound route to RWY 18C from ARTIP to be flown as CDO. - Publication and operational implementation of an RNP APCH procedure to RWY 22 with vertical guidance.

Link and references

ATM MP links: L3: NAV03

Other links: -



-


Y Name/Code in DP2016: Project 107AF1; Family 1.2.3


Safety: -

Environment: + The implementation of the RNAV 1 routes is expected to have a positive environmental effect. Operational use will contribute to noise abatement in the residential areas near Schiphol. Compared to the current situation, a decrease in the lateral spreading of the air traffic above the overflown areas in the vicinity of the Schiphol airport is expected. The impact will be assessed in an effect report on safety, efficiency and environment.

Capacity: -

Cost-efficiency: -



Implementation of AOP Schiphol Airport (2015_178_AF2)

Organisation(s): Amsterdam Airport Schiphol (NL) Type of project: National

Schedule: 01/01/2017 - 31/12/2018

Status: Scope definition and project plan definition just started. Internal re-organisation prevented start at contractual date due to unavailability of required expertice. Knowledge and experience with defining scope and project plan for APOC will be included in scope and project plan definition for AOP.

Description: Preparing execute and monitor the AOP (Airport Operations Plan) Optimizing the information exchange between airport stakeholders and network management (NMOC)

Link and references


Other links: -



-




Safety: + An AOP leads to a better performance as each stakeholder is more aware of situation and is able to make better decision. This makes it possible to create a better planning to manage flow. A beter organized flow brings more safety.

Environment: + An AOP leads to a better performance and this saves fuel burning

Capacity: -

Cost-efficiency: -


Implementation of APOC Schiphol Airport (2015_179_AF4)

Organisation(s): Amsterdam Airport Schiphol (NL) Type of project: National

Schedule: 01/01/2016 - 31/12/2019

Status: -

Description: Optimizing the information exchange between airport stakeholders (A-CDM) Optimizing the information exchange between airport stakeholders and network management (NMOC) Preparing, executing and monitoring the AOP (Airport Operations Plan)

Link and references


Other links: -



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -



Implementation of Aeronautical Data Quality (ADQ) at LVNL (2015_168_AF5)


Schedule: 16/02/2016 - 31/10/2017

Status: Most of the software packages are implemented after successful tests. There was delay on the implementation of the workflow at the dynamic part. In general the project is on track to have all software and their workflows implemented by june 2017.

Description: Increasing the quality and integrity of the publication of static and dynamic aeronautical data Increasing the productivity by automating data transfer

Link and references

ATM MP links: L3: ITY-ADQ

Other links: -



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


Initial (I)WXXM implementation on CCIS Amsterdam ACC and Schiphol (2015_169_AF5)


Schedule: 01/01/2017 - 31/12/2018

Status: The project will start January 2017

Description: Implementation of the (I)WXXM model in the meteo gateway of LVNL, CCISv2 Demonstration and verification of the operational deployment of iSWIM for MET information, in collaboration with the dutch MET office KNMI Receiving and storing MET information coming from the dutch MET office KNMI, compliant with the iSWIM data formats and interfaces. Simultaneously supporting legacy messaging exchanges

Link and references

ATM MP links: -

Other links: -



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -



Meteorological Information Exchange by MET ANSP KNMI (110AF5)

Organisation(s): Koninklijk Nederlands Meteorologisch Instituut (NL) Type of project: National

Schedule: 01/06/2015 - 31/12/2018

Status: -

Description: The project aims at: Implementation of a flexible and cost-effective interoperable exchange of MET information for Amsterdam TMA and ACC, Amsterdam Airport Schiphol, Airspace Users, Military and Network Manager compliant with the iSWIM data formats and interfaces. Demonstration and verification of the operational deployment of iSWIM for MET information, and to provide feedback on the principles, standards and specifications currently defined for iSWIM in AF5 and the information and exchange models and schemes of ICAO (WXXM), WMO (METCE) and the EUROCONTROL/FAA (WXCM-WXXM-WXXS). The implementation and verification covers the standard MET products: TAFs for civil airports in Amsterdam TMA and ACC (WP1); AIRMETs and SIGMETs for the Amsterdam FIR (WP2); METARs and AUTO METARs for civil airports in Amsterdam TMA and ACC (WP4); (AUTO) MET reports and warnings for civil airports in Amsterdam TMA and ACC (WP5). It covers the provision of continuous sensor information for all available runways in Amsterdam TMA and ACC. The development and implementation of a central database and web services to make the iSWIM compliant MET information easily available to users (WP3). The realization of a cost-effective, secure and standard interface (PENS) for dissemination of safety critical MET information to ATM (WP6). The development and implementation of (geo)graphical user interfaces to facilitate the generation and monitoring of the MET products and the efficient maintenance of these data formats. The embedding of the systems/applications (new and/or extended) for the above mentioned provision of MET information in the operational production and monitoring chains of KNMI. Responsible Organisation: KNMI

Link and references

ATM MP links: -

Other links: -



-


Y Name/Code in DP2016: Project 110AF5; Family 5.4.1


Safety: -

Environment: -

Capacity: -

Cost-efficiency: -



RNP approaches to three main landing runways Amsterdam Schiphol (2015_186_AF1)


Schedule: 02/01/2018 20/08/2019

Status: Project will start January 2018.

Description: Implementing RNP APCH to three main landing runways (06, 18C and 36R) at Amsterdam Schiphol using Performance Based Navigation as required by the Pilot-Common-Project (PCP)

Link and references

ATM MP links: -

Other links: -



-




Safety: + there is a small positive effect on safety as non precision approaches are replaced by operations with vertical guidance.

Environment: -

Capacity: -

Cost-efficiency: -

Operational efficiency: + Traffic and capacity management are lightly improved by offering PBN approaches at Schiphol Airport with lower operating minima;


Replacement AAA (iCAS) (Maintenance Technical Systems)


Schedule: The iCAS partnership aims at the development and deployment of iCAS within LVNL ATC Centre and al four DFS ATC Centres during the period 2015-2024 in which operational cut-over at LVNL is planned for 2021. Study phase 08-03-2011 Design phase 03-2011 until 2016 Implementation phase 2015 until 2021 Operational in use 2021 After care 2022

Status: Development of the system has started already in 2015. Validation of the first sub-releases at LVNL-premises is expected in the first half of 2017. For this a validation facility is currently being implemented.

Description: The AAA-system (FDP) is the core of the LVNL support system for operational services. AAA allows the processing of flight plan- and radar data, it handles the display of relevant information on the operational workstations and it includes warning- (safety nets) and planning functions such as an Arrival Manager for planning of inbound traffic to Schiphol. The system consists of an Operational system and a Simulator/Test system . The Operational system supports workstations at Amsterdam ACC, Schiphol APP, Rotterdam APP, Beek APP, Eelde APP, FIC, Supervisor and the Flow Management Unit at Schiphol. The Simulator/Test system is a duplicate of the operational system intended to be a near 100% capacity contingency system. For Simulation purposes it is supplemented with the necessary simulation and test features to fulfill the initial and recurrent training of operational staff and for testing system modifications. The system also consists of a duplicate of the operational system intended to be a near 100% capacity contingency system.

Link and references

ATM MP links: L2: AO-0602, AOM-0205, AOM-0401, AOM-0504, AOM-0703, AOM-0802, AUO-0301, DCB-0102, DCB-0201, TS-0305

Other links: Replacement is essential to deploy the ATM functionalities: (a) Extended Arrival Management and (e) Initial System Wide Information Management (f) Initial Trajectory Information Sharing.


Y Name/Code in RP2 Performance Plan:

Replacement AAA


Y Name/Code in DP2016: 2015_190_AF3 / Deployment of Air Traffic Control System iCAS: Implementation of ATM PCP Functionalities at LVNL and DFS



Safety: -

Environment: -

Capacity: + The replacement of AAA guarantees continuity of LVNL service. It also means that LVNL will be able to achieve the long-term FABEC performance targets and will continue to comply with the SES (SESAR) requirements. In particular, the implementation of 4D trajectory-based operations and multi-sector planning will ultimately increase the VEM (SEEC targets) performances. Additionally, the substitution of AAA will give LVNL a cost-efficient way to comply to the specific requirements of Mainport Schiphol and to meet VEM (SEEC) demands.

Cost-efficiency: -


TWR System at Amsterdam Schiphol (2015_187_AF2)


Schedule: 16/02/2016 - 31/12/2020

Status: Progress in 2016 is in general as planned. Production of high level specification for the new tower system has been completed as part of an European acquisition procedure. Acquisition is started. Pre-selection of suppliers has taken place. From pre-selected suppliers we have received a technical and commercial response.

Description: Deploying a state-of-the-Art tower system at Schiphol Airport to support the implementation of the European ATM Master Plan and the Pilot-Common-Project (PCP) in accordance with the deployment plan of the SESAR Deployment Manager Realising PCP requirements in the TWR domain with a due date in 2021 namely S-AF 2.1 Departure Management Synchronised with Pre-departure sequencing, S-AF 2.2 Departure Management integrating Surface Management Constraints and S-AF 2.5 Airport Safety Nets Enabling the extension of the TWR System with remaining PCP requirements

Link and references

ATM MP links: -

Other links: -



-


Y Name/Code in DP2016: Family 2.5.1


Safety: + The project has a positive impact on the Schiphol Airport integration and throughput, improving runway safety, enhancing taxi integration and safety and reducing hazardous situations.

Environment: -

Capacity: -

Cost-efficiency: -



Workload model for Amsterdam Area Control and Approach Control operations (2015_167_AF4)


Schedule: 16/02/2016 - 31/12/2020

Status: The workloadmodel of ACC and traffic distribtion for Approach have been implemented and are in use.

Description: Introduction of WLM to support ATFC Measures decisionmaking Advanced simulations features for predicting workload to support staffing and ATFC Measures decision making Advanced workload assesment tools to support the use of Short Term ATFC Measures (STAM) and Flexible Use of Airspace (FUA) Integrated WLM infrastructure and interoperable with operational ATC-systems Support tool for runway configuration and capacity planning Schiphol Airport Workload methodology for APP operations

Link and references

ATM MP links: -

Other links: -



-




Safety: -

Environment: -

Capacity: + The project intends to provide better information to supervisors in decision making for the activation of sectors, for staffing options, for monitoring capacities and taking ATFC measures. Furthermore WLM will enable the future use of Short Term ATFC Measures (STAM) and advanced flexible use of airspace. This has a positive effect on network performance.

Cost-efficiency: -

Operational efficiency: + see capacity


Chapter 5 Regional Co-ordination

5.1. FAB Co-ordination

FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland.

The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations.

After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013. This means that FABEC is now operational.

FABEC intends to deliver on the goals set by SES II and as laid down in the FABEC Performance Plan. FABEC intends to provide capacity, avoid bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe.

Below, the progress of the different FABEC countries per ATM Key Feature:

ASM support systems (LARA or locally developed) deployed in FR, BE, CH, MUAC and DE. Planned for NL (2018).

STAM Phase 1 is completed in MUAC. Ongoing in the remaining.

Common principles, rules and procedures for OAT handling and OAT/GAT interface available in CH, DE and NL. Ongoing for FR and BE (2018). N/A in LU and MUAC.

The traffic complexity assessment is completed in MUAC, ongoing in FR and NL (2017), DE (2021) and CH and planned for BE (2018). N/A in LU.

Collaborative flight planning is deployed in CH, DE, NL and LU. Ongoing for MUAC and FR (2018). No plan for BE.

FRA ongoing for DE (2017), MUAC (2020), FR (2021) and CH (2022). Not applicable for LU, BE and NL.

Basic AMAN ongoing for Düsseldorf and Brussels (2017). Planned for Geneva (2019), N/A in Brandenburg, implemented in remaining. Extended AMAN ongoing for FR and CH (2017), DE (2018) and MUAC (2023). Planned for NL (2023) and no plan for BE. N/A in LU.

Development and implementation of RNAV arrival and departure procedures for RNAV 1 completed in FR, CH and NL. Ongoing for BE (2019) and DE (2023). N/A for LU and MUAC.

APV procedures implemented in DE and CH. Late in BE (2017), FR (2018) and NL (2019). N/A in LU and MUAC.


A-SMGCS Level 1 late in Düsseldorf and Toulouse (2017) and Marseille (2019), implemented in remaining. Level 2 ongoing in Frankfurt, Lyon, Nice and Toulouse (2017). Late in Düsseldorf (2018) and Marseille (2019). Implemented in remaining.

A-CDM late in Lyon and Amsterdam (2017) and in Nice (2018). Implemented in remaining.

Initial airport operations plan is planned for Brussels (2017), Amsterdam and Nice (2018) and Marseille (2021). No plan for Toulouse and ongoing for remaining airports.

Migration to AMHS FOC date was extended and is completed in BE, LU, DE and MUAC, ongoing in CH (2017) and NL and FR (2018).

AGDL implemented in DE, CH and MUAC, late in FR (2020) and N/A in BE, NL and LU.

Implementation of FMTP provisions late in DE (2017) and FR (2018), completed in remaining.

Surveillance performance and interoperability completed in CH, NL and MUAC. Ongoing in DE, FR and BE (2020). Late in LU.


The table below describes the FABEC ambition in each of the defined performance areas.

In terms of Safety, irrespective of traffic growth, the ambition of FABEC ANSPs is to reduce the risk per flight so that the overall number of accidents and incidents per year with an ATM ground contribution does not increase and can, in fact, even decrease.

Given the current high variability in the traffic demand and many implementations of new ATM systems in FABEC ANSPs (stripless system, ERATO, 4Flight or iCAS …), Reference Period 2 (RP2) will remain a challenging period for FABEC. In order to progressively close the gap with the network breakdown reference value, FABEC ANSPs will continue to develop ATFCM techniques and tools, increase their roster flexibility or implement new airspace structure. All these initiatives should allow FABEC to meet its target towards the end of RP2.

In the FABEC performance plan the performance area Cost-Efficiency in the second regulatory period is challenging and the determined unit cost targets have been reduced twice: once in July 2015, another time early 2017. In this respect, the FABEC partners are dealing with the pressure from economic regulation in a responsible manner and have reduced the initial gap with the EU average trend for the en-route determined unit cost targets. For the en-route segment a positive trend is especially visible for the remaining regulatory period (2017 to 2019), taking into account, inter alia, the increase in traffic achievements and forecasts.

The outlook for the terminal segment is also promising, as the planned traffic volume increases while costs decrease.

The performance ambition for Security is to ensure that there is no increase in the risk of having ATM-related security incidents, taking into account the technological evolution of the underlying systems. This will be achieved through incident prevention and through system resilience to attacks. Because of the rapid development of system-wide information management (SWIM) and its specific nature, FABEC is already focusing on cybersecurity.

A FABEC performance analysis is ongoing with Performance Review Unit (PRU) to improve the methodology used for measuring these new RP2-environmental indicators called ASMA (Arrival Sequencing and Metering Area) Time and Taxi Out Time.

To deal with environment and savings linked to CO2 reduction, the FABEC performance plan is working on Horizontal Flight Efficiency (HFE) improvement.

HFE is monitored all along the year to identify potential areas of improvement in order to achieve the FABEC KEA (horizontal en-route flight efficiency of the actual trajectory) target set to 2.96% in 2019.


5.2. FAB Projects

There are two main FABEC projects ongoing:

• XMAN (Extended Arrival Manager)

• FRA (Free Route Airspace)

The tables below detail for each ongoing main FABEC project:

• which FABEC ANSPs and military partners are participating

• a description, the scope and objectives

• the schedule and implementation planning

• the status end 2016

• the link to the ATM Master Plan Level 3 (formerly ESSIP), if any

• the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and Cost-Efficiency


Extended Arrival Management (XMAN)

Organisation(s): Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Nederland (NL), MUAC ANSP (MAS), Skyguide (CH)

Type of project: FAB

Schedule: The XMAN project envisages three development and implementation steps: 1. Basic Step - From 2012 to 2023 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by Belgocontrol, DFS, DSNA, LVNL, MUAC and, skyguide and NATS. 2. Advanced Step - From 2013 to 2023 The Advanced Step will take into account validated SESAR results concerning Time Based Flow Management (TBFM) in order to improve the en-route part of cross-centre arrival management in the overall FABEC airspace. This step also requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be used to be provided by Airport-CDM and/or Network Management. This step has potentially an impact on all FABEC ACCs. 3. Optimised Step - From 2017 to 2023 The Optimised Step will take into account further validated SESAR results and will optimise the cooperation between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed.

Status: The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports. The implementation phase of the Basic Step will continue until 2023. The solution design of the Advanced Step has been finalised in June 2016. A pilot implementation has been achieved for London Heathrow end 2015.

Description: The XMAN/AMAN project will develop and implement a harmonised approach to arrival management in the core area of Europe because it has to rely on cross-centre and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major five airports/TMAs (Munich, Amsterdam, Paris-CDG, Frankfurt, London-Heathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, Brussels, Berlin, Paris-Orly, Nice, London-Stansted, London-Gatwick, Manchester, Dublin). One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach as far as 200 NM or even beyond, depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, as a consequence, most of the FABEC control centres will be affected by extended AMAN operations and some of them will need to feed several arrival streams for different airports/TMAs simultaneously.

Link and references

ATM MP links: L3: ATC07.1, ATC15.1

Other links: PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2016: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function



-





Safety: Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect.

Environment: Reduction of: • Track miles and holdings: small positive effect; • Fuel burn: large positive effect; • CO2/NOX emissions: large positive effect.

Capacity: Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced.

Cost-efficiency: From ANSP point of view: large negative effect (investment cost without financial return for ANSP).


Cooperation Activities: Collaboration with FAB UK/IRL is included. Collaboration with other surrounding FABs is initiated.

Free Route Airspace (FRA)

Organisation(s): Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Nederland (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Militaire Luchtvaart Autoriteit (NL), Skyguide (CH), Swiss Air Force (CH)

Type of project: FAB

Schedule: The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by 2022. In 2016, the project has consolidated the Long Range Direct Routes with the Direct Route activities thus it is now organised into two work streams 1. National and cross-border Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level.

Status: DFS, DSNA, MUAC and skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years. For the Free Route Airspace work stream, the Concept of Operations has been finalised in September 2016.

Description: The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace.


Link and references

ATM MP links: L3: AOM21.1, AOM21.2

Other links: PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2016: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace



-




Safety: No impact

Environment: FRA allows airspace users to fly direct routes, thus reducing flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There are environmental benefits from savings in CO2-emissions.

Capacity: Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence the overall impact of FRA on sector capacity cannot be determined without simulations.

Cost-efficiency: Investments at ANSP-level will deliver benefits in financial terms to users, but not to ANSPs.


Cooperation Activities: -


5.3. Regional cooperation

European Meteorological Aircraft Derived Data Center (EMADDC) (2015_137_AF5)

Organisation(s): Koninklijk Nederlands Meteorologisch Instituut (NL) Type of project: Regional

Schedule: 01/03/2016 - 31/12/2020

Status: -

Description: Project Leader: Royal Netherlands Meteorological Institute (KNMI) Contributors: Met Office (UK) Project Objective - Setting up a governance model, in line with EU Open Data regulations, for collection of surveillance data/aircraft derived data and dissemination of obtained or derived meteorological information - Deploying operational European meteorological aircraft derived data center - Realising a collection of aircraft derived data from surveillance service providers or via deployment of local ADS-B/Mode-S receivers including the necessary infrastructure to maintain and operate these local receivers operationally - Providing service and disseminating derived meteorological information via services and PENS/(New)PENS

Link and references

ATM MP links: -

Other links: INF08.1



-




Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


Cooperation Activities: -


Chapter 6 Implementation Objectives Progress

6.1. State View

6.1.1. Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

COM10 has changed from late to ongoing, since the FOC date has been deferred. LVNL has implemented AMHS basic capability, implementation of capability enhancement is ongoing. MIL migration to AMHS was realised with the introduction of a new ATC system in 2013.

ITY-ADQ has changed from late to ongoing. An AIS/AIM task force has been established, with one of the goals to ensure data quality conforming to Annex IV and subsequently to the Master Plan Level 3 Implementation. Most of the formal arrangements were signed in 2013 and the remaining in 2016. LVNL implements stepwise a new database until Q2 2017, in line with FOC date.

NAV10 has changed from partly completed to late, although 75% is completed. In 2010 the national PBN roadmap has been approved. The implementation of APV is part of the PBN roadmap. APV procedures for EHGG have been published in 2014. For four runways at EHAM APV procedures will be implemented before Q3 2019.

AOP05 has changed from partly completed to late, although 90% is completed. LVNL and Schiphol together participate with Dutch airlines in a CDM platform, that uses the Eurocontrol CDM manual as input for its activities. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the NM is planned for Q4 2017.

AOP10 has changed from no plan to planned. The possible use of TBS at Schiphol has been studied. Results of the study were ready in 2016, including a business case with possible benefits for Schiphol. TBS will be an element of iCAS, but not in its first release. Implementation will start from 2019.

14; 34%

13; 32%

6; 14%

4; 10%

2; 5%

2; 5% 0; 0%0; 0%

Completed

Ongoing

Planned

Late

No Plan

Not Applicable


6.1.2. Objective Progress per SESAR Key Feature

Legend:

## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)

100% = Objective completed = Completion beyond Implementation Objective timeline

Optimised ATM Network Services

Average implementation progress: 50%

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

100%

AOM19.1 ASM support tools to support A-FUA

26%

AOM19.2 ASM Management of real-time airspace data

8%

AOM19.3 ASM Management of real-time airspace data

10%

FCM01 Enhanced tactical flow management services

100%

FCM03 Collaborative flight planning

100%

FCM04.1 STAM Phase 1

n/a

FCM04.2 STAM Phase 2 0%

‐

FCM05 Interactive rolling NOP 25%

FCM06 Traffic Complexity Assessment

85%


Advanced Air Traffic Services


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 Direct Routing

n/a

AOM21.2 Free Route Airspace

n/a

ATC02.2 STCA Level 2 52%

ATC02.8 Ground-based Safety Nets

n/a

ATC07.1 AMAN tools and procedures

EHAM - Amsterdam Airport 100%

ATC12.1 Automated support for conflict detection, resolution support information and conformance monitoring

0%

ATC15.1 Implement, in en-route operations, information exchange tools & procedures in support of basic AMAN

40%

ATC15.2 Arrival Management extended to en-route airspace

0%

ATC16 ACAS II compliant with TCAS II change 7.1 100%

ATC17 Electronic dialogue as automated assistance to controller during coordination and transfer

26%

ENV01 Continuous Descent Operations


ITY-COTR Ground-ground automated co-ordination processes

100%

NAV03 RNAV 1 100%

NAV10 APV procedures 75%


High Performing Airport Operations


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1


AOP04.2 A-SMGCS Level 2


AOP05 Airport CDM


AOP10 Time-Based Separation


AOP11 Initial Airport Operations Plan


AOP12 Improve runway and airfield safety with ATC clearances monitoring


AOP13 Automated assistance to Controller for Surface Movement Planning and Routing

EHAM - Amsterdam Airport ‐ 0%

ENV02 Collaborative Environmental Management


SAF11 Improve runway safety by preventing runway excursions

69%


Enabling Aviation Infrastructure Average implementation progress: 64%

<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 91%

COM11 Voice over Internet Protocol (VoIP) 0%

FCM08 Extended Flight Plan 0%

INF04 Integrated briefing 100%

INF07 Electronic Terrain and Obstacle Data (eTOD) 5%

ITY-ACID Aircraft identification 97%

ITY-ADQ Ensure quality of aeronautical data and aeronautical information

61%

ITY-AGDL Initial ATC air-ground data link services

n/a

ITY-AGVCS2 8,33 kHz air-ground voice channel spacing below FL195

85%

ITY-FMTP Common Flight Message Transfer Protocol 100%

ITY-SPI Surveillance performance and interoperability 100%


6.1.3. ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.

These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group).

Legend:

= Completed (during 2016 or before)

= Missing planning date

= Progress achieved in 2016 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0-APTA Optimization of Approach Procedures including vertical guidance

100%

75%

B0-SURF Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2)

100%

B0-FICE Increased Interoperability, Efficiency and Capacity through Ground-Ground Integration

100%

75%

B0-DATM Service Improvement through Digital Aeronautical Information Management

100%

80%

B0-ACAS ACAS Improvements 100%

B0-SNET Increased Effectiveness of Ground-Based Safety Nets

100%

52%

B0-ACDM Improved Airport Operations through 100%

90%

B0-RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN)

100%

70%

B0-FRTO Improved Operations through Enhanced En-Route Trajectories

100%

75%

B0-NOPS Improved Flow Performance through Planning based on a Network-Wide view

100%

B0-ASUR Initial capability for ground surveillance 100%

B0-CDO Improved Flexibility and Efficiency in Descent Profiles (CDO)

100%

B0-TBO Improved Safety and Efficiency through the initial application of Data Link En-Route


6.2. Detailed Objectives Implementation progress

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

o a 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.

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

ECAC Completed No Plan

EU+ Ongoing Not Applicable

Multi-N Planned Missing Data

APT Late

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

100% Completed

- Harmonisation has been completed. LVNL can handle OAT as GAT. 31/12/2013

REG (By:12/2018) Militaire Luchtvaart Autoriteit

- - 100% Completed

30/06/2011

Ministerie van Infrastructuur en Milieu - Directie Luchtvaart

The Eurocontrol guidance material has been reviewed. No revisions have to be made.

- 100%

Completed

30/06/2011

ASP (By:12/2018) LVNL - Luchtverkeersleiding Nederland

- - 100%

Completed

31/12/2013

Militaire Luchtvaart Autoriteit

Harmonisation has been completed. LVNL can handle OAT as GAT.

- 100% Completed

31/12/2013

MIL (By:12/2018)


Procedure design has been finalised. MIL actions in this objective are planned and conducted in co-ordination with the civil ASP. No revisions to legislations have to be made.

- 100%

Completed

31/12/2013


AOM19.1

ASM support tools to support A-FUA Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018

26% Ongoing

- The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic, implementation of LARA is planned in 2018. Within the military ATM structure LARA is allready installed however the co-location at LVNL and the introduction of LARA V3 in 2018 will enable the full scope of the SLoA to be completed accordingly.

31/12/2018

ASP (By:12/2018) Air Operations Control Station Nieuw Milligen

Within the military ATM structure LARA is allready installed however the co-location at LVNL and the introduction of LARA V3 in 2018 will enable the full scope of the SLoA to be completed accordingly

- 44%

Ongoing

31/12/2018


Within the military ATM structure (local level at the respective airbases, the military control center and the AMC) LARA is allready installed however the co-location at LVNL and the introduction of LARA V3 in 2018 will enable the full scope of the SLoA to be completed accordingly.

- 65%

Ongoing

31/12/2018

LVNL - Luchtverkeersleiding Nederland

The civil airspace controlled by LVNL is 24/7 available for air traffic. At fixed, published times parts of the military airspace including CDR's are handed over from MIL to LVNL. Exemptions are co-ordinated manually; co-ordination is expected improve after the CIV-MIL co-location. In order to improve the efficient use of airspace further, implementation of LARA is planned in 2018.

- 0%

Planned

01/01/2018

AOM19.2

ASM Management of Real-Time Airspace Data Timescales: Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021

8% Ongoing

- The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic, implementation of LARA is planned in 2018

31/12/2020

ASP (By:12/2021)


The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic, implementation of LARA is planned in 2018. In a study it will determined which ATM systems need to be adapted for real-time data exchange.

- 0%

Planned

31/12/2020

Air Operations Control Station Nieuw Milligen

LARA is installed at airbases and AMC levels. The co-location of the military ACC at LVNL will take place in late 2017. LARA will be part of that co-location effort. The LARA V3 incorporates the required featires for NM coordination. The rea time display of LARA data on the CWP is however delayed and depending on the procurement and installation of the new ATC system at LVNL.

- 25%

Ongoing

31/12/2017


AOM19.3

Full rolling ASM/ATFCM process and ASM information sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021

10% Ongoing

- The implementation of LARA V3 will fully support the automated process with regard to military rolling ASM process. In 2017 LVNL will study on how to implement (short term) ATFCM and a full rolling ASM/ATFCM process.

31/12/2017

ASP (By:12/2021)


The civil airspace controlled by LVNL is 24/7 available for air traffic. At fixed, published times parts of the military airspace including CDR's are handed over from MIL to LVNL. Implementation of LARA is planned in 2018 In order to improve the efficient use of available militairy airspace. Implementation of LARA is planned in 2018. In 2017 LVNL will study on how to implement (short term) ATFCM and a full rolling ASM/ATFCM process.

- 0%

No Plan

-


The implementation of LARA V3 will fully support the automated process with regard to rolling ASM process. Procedures and processen have to be designed accordingly once V3 is operational.

- 20%

Ongoing

31/12/2017

AOM21.1

Direct Routing (Outside Applicability Area) Timescales: - not applicable -

% Not

Applicable

- LVNL provides ANS below FL250; this objective is applicable for FL310 and above. -


LVNL provides ANS below FL250; this objective is applicable for FL310 and above.

Free Route Airspace

%

Not Applicable

-

AOM21.2

Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

% Not

Applicable

- No civil local FRA airspace has been identified in the Amsterdam FIR below FL245. Military system improvements have been implemented. The FABEC FRA TF is aiming at the implementation of FRA above FL365 before 2018.

-

ASP (By:12/2021)


No local FRA airspace has been identified in the Amsterdam FIR below FL245. The FABEC FRA TF is aiming at the implementation of FRA above FL365 before 2018.

Free Route Airspace

%

Not Applicable

-


LVNL provides ANS below FL245. No civil local FRA airspace has been identified in the Amsterdam FIR below FL245.

Free Route Airspace

%

Not Applicable

-


AOP04.1

Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

100% Completed

EHAM - Amsterdam Airport At Amsterdam Airport Schiphol, this Objective has been implemented under the responsibility of LVNL and not of AAS. A-SMGCS at Amsterdam Airport Schiphol is operational. Ground labels are used for both aircraft and ground vehicles. All vehicles which are allowed within the manoeuvring area are equipped with transponders. A slight increase of ground capacity during low visibility conditions has been recorded. The next step is to further increase both runway and manoeuvring surface capacity and to take full advantage of the availability of ground labels. Simultaneous use of two landing runways during LVC should take place within the next years. While primary ground surveillance does not have full coverage, it appears that the recently improved coverage and reliability of the Multilateration information no longer make full primary ground surveillance necessary. Further introduction of safety-significant changes to A-SMGCS are now subject to verification of compliance and acceptance by IVW (CAA-NL) in accordance with (EC) Regulation No 1315/2007.

31/12/2009

REG (By:12/2010)


At the time when A-SMGCS became operational at Schiphol - before Nov 2007 (EC Regulation No 1315/2007 on safety oversight in ATM) - there was no legislation in force requiring for the approval of safety-significant changes to ATC systems by IVW (CAA-NL). Further introduction of safety-significant changes to A-SMGCS are now subject to compliance with this regulation (review and acceptance by CAA-NL of the safety arguments).

- 100%

Completed

31/12/2009


Same as in the overall comment. - 100%

Completed

31/12/2008

APO (By:12/2010)

Amsterdam Airport Schiphol

At Amsterdam Airport Schiphol, this Objective has been implemented under the responsibility of LVNL and not that of AAS. AAS has completed its participation in the local actions, where the case.

- 100%

Completed

31/12/2008

AOP04.2

Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

100% Completed

EHAM - Amsterdam Airport RIASS (Runway Incursion and Alerting System Schiphol) has been implemented for Schiphol airport and is fully operational. RIASS was stepwise taken into operation from 2008 to 2010. At first the system was only used for a limited number of runways during reduced visibility. In phases the operational use has been extended to all runways and full time.

31/12/2010


See general comment. Personnel has been trained in the use of the systems as part of the process of implementing changes.

- 100%

Completed

31/12/2010

APO (By:12/2017)


A multi-lateration system supporting the use of the labels in relation with the ground surveillance equipment by Tower control is operational at Schiphol airport. The implementation of a Runway Incursion Alerting System at Schiphol airport has been completed.

- 100%

Completed

31/12/2010


AOP05

Airport Collaborative Decision Making (CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016

90% Late

EHAM - Amsterdam Airport LVNL and Schiphol Airport participate together with Dutch Airlines in a CDM Platform, which uses the Eurocontrol CDM manual as input for its activities. Both AAS and LVNL are reviewing performance on a regular basis. Schiphol Airline Operators Committee has endorsed CDM, all local handlers are bound by local regulations to participate. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager is planned Q4 2017. MIL has no plans for this objective and deems it "Not Applicable" for military ATC.

31/12/2017

ASP (By:12/2016)


LVNL participates together with Schiphol Airport and Dutch Airlines in a CDM Platform. This platform uses the Eurocontrol CDM manual as input for its activities. LVNL is a member of the Eurocontrol CDM Taskforce. Implementation has started in 2009. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager is planned Q4 2017.

Airport CDM implementation Schiphol

98%

Late

31/12/2017

APO (By:12/2016) Amsterdam Airport Schiphol

LVNL and Amsterdam Airport Schiphol work together on a number of CDM activities. Implementation has started in 2009.

Airport CDM implementation Schiphol

83% Late

31/12/2017

AOP10

Time Based Separation Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

0% Planned

EHAM - Amsterdam Airport The possible use of TBS at Schiphol has been studied. Implementation development will start from 2019.

31/12/2023

REG (By:12/2023) Ministerie van Infrastructuur en Milieu - Directie Luchtvaart

- - 0%

Planned

31/12/2023

ASP (By:12/2023)


The possible use of TBS at Schiphol has been studied. Results of study were ready in 2016, including a businesscase with possible benefits for Schiphol. Timed based seperation will be an element of iCAS, but not in the first release. Implementation development will start from 2019.

- 0%

Planned

31/12/2023


AOP11

Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021

0% Planned

EHAM - Amsterdam Airport Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan.

31/12/2018

ASP (By:12/2021)


Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan.

- 0%

Planned

31/12/2018

APO (By:12/2021)


Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan.

Implementation of AOP Schiphol Airport /

Implementation of APOC

Schiphol Airport

0%

Planned

31/12/2018

AOP12

Improve runway and airfield safety with ATC clearances monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020

3% Ongoing

EHAM - Amsterdam Airport Airport Safety Nets will be implemented at Schiphol with the replacement of the current Tower FDP/RDP system in 2020. Some functionalities will already be implemented with the introduction of Electronic Flight Strips in 2018.

31/12/2020

ASP (By:12/2020)


Airport Safety Nets will be implemented at Schiphol with the replacement of the current Tower FDP/RDP system starting in 2019. Some functionalities will already be implemented with the introduction of Electronic Flight Strips in 2019.

- 3%

Ongoing

31/12/2020


- - 0% Planned

31/12/2020

AOP13

Automated assistance to Controller for Surface Movement Planning and Routing Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023

0% No Plan

EHAM - Amsterdam Airport This project will not start before the Tower FDP/RDP System has been replaced. Activities to implement the automated assistence are not expected to start before 2023.

-


- - 0%

No Plan

-


This project will not start before the Tower FDP/RDP System has been replaced. Activities to implement the automated assistence are not expected to start before 2023.

- 0%

No Plan

-


ATC02.8

Ground-based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

% Not

Applicable

- Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. APW is not a PCP pre-requisite because there is no FRA; nonetheless an APW function will be implemented in iCAS, the new FDP system.

-

ASP (By:12/2016)


Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. LVNL wil not provide services in FRA, therefore APW is not a PCP pre-requisite.

- %

Not Applicable

-

ATC07.1

AMAN tools and procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019

100% Completed

EHAM - Amsterdam Airport LVNL has basic arrival management functions in line with the EUROCONTROL specifications in place. An advanced Arrival Manager for Schiphol is under development as an enabler for Schiphol Traffic Manager.

31/12/2009

ASP (By:12/2019)


See the State Comment.

Amsterdam Schiphol

AMAN 1.0 / Amsterdam

Schiphol AMAN 2.0 / Extended

Arrival Managemen

t

100%

Completed

31/12/2009

ATC12.1

Automated support for conflict detection, resolution support information and conformance monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

0% Planned

- The Mil ANSP (AOCS NM) uses the MUAC system in a virtual center mode. Apart from the iFMP and the future Multi/Meta sector concepts both systems specs are identical. The LSSIP report provided by MUAC states on 12.1 reflects the status for the Dutch mil ANSP system. The current LVNL system (AAA) has basic MTCD and MONA. AAA is planned to be replaced before 2021; the new system will implement all functionalities.

31/12/2021


The current LVNL system (AAA) has basic MTCD and MONA. AAA is planned to be replaced before 2021; the new system will implement all functionalities.

- 0%

Planned

31/12/2021

ATC15.1

Implement, in en-route operations, information exchange mechanisms, tools and procedures in support of basic AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017

40% Ongoing

- Basic AMAN will be incrementally developed and implemented. The interface with MUAC was implemented in 2011.

31/01/2017

ASP (By:12/2017)


LVNL is engaged in the FABEC XMAN project. Basic AMAN will be incrementally developed and implemented. The exchange of REV, MAC and AMA messages has been implemented. The interface with MUAC was implemented in 2011.

Extended Arrival

Management

40%

Ongoing

31/01/2017


ATC15.2

Arrival Management extended to en-route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

0% Planned

- In 2017 LVNL will start making a plan how to extend AMAN to the en-route airspace. 31/12/2023


In 2017 LVNL will start making a plan how to extend AMAN to the en-route airspace.

- 0%

Planned

31/12/2023

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

26% Ongoing

- The majority of the messages have been implemented. A business case will be developed if Transfer of communication will be inmplemented in the current ATC-system or in its replacement.

31/12/2018


The majority of the messages have been implemented. A business case will be developed if Transfer of communication will be inmplemented in the current ATC-system (AAA), or in its replacement (iCAS).

- 26%

Ongoing

31/12/2018

COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018

91% Ongoing

- LVNL has implemented AMHS basic capability. Implementation of capability enhancement is ongoing. MIL migration to AMHS was realised with the introduction of a new ATC system in 2013.

31/12/2018


AMHS capability has been implemented with the Amadeus system. The migration to AMHS connections with adjacent centres is progressing as planned. Enhancement of AMHS is ongoing.

- 82%

Ongoing

31/12/2018


Full migration to AMHS was realised with the introduction of a new ATC system in 2013.

- 100% Completed

31/10/2013

COM11

Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

0% Planned

- As part of the civil-military co-operation, this objective will be a joint development of RNLAF and LVNL. Implementation of VoIP is planned to start after the VCS replacement (2015).

31/12/2020

ASP (By:12/2020) Air Operations Control Station Nieuw Milligen

MIL ANSP is planning to implement a new VCS system in which the VoIP will be integrated. VoIP is no prooven technolgy (e.g. to much time delay) and are not fit for implementation yet.

- 0%

Planned

31/12/2020


Implementation of VoIP is planned to start after the VCS replacement (2015).

- 0%

Planned

31/12/2020


ENV01

Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013

100% Completed

EHAM - Amsterdam Airport Route and runway use is part of Dutch legislation. Adaptations are under consideration including different types of CDO. LVNL has implemented CDO for low density hours at Schiphol Airport. Whenever LVNL introduces new procedures, a training program is part of the introduction program. Several steps to further implementation of CDO will follow in the context of future environmental beneficial measures.

31/12/2013

ASP (By:12/2013)


Route and runway use is part of Dutch legislation. Adaptations are under consideration including different types of CDAs. LVNL has implemented CDO for low density hours. LVNL is in charge of the APO SLoAs. Due to intense communication with the community around Schiphol via CROS and the Alders Table, the use of CDO will be substantially expanded in time and in flight profiles.

- 100%

Completed

31/12/2013


Same as for LVNL. - 100% Completed

31/12/2013

ENV02

Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016

100% Completed

EHAM - Amsterdam Airport LVNL and Amsterdam Airport Schiphol participate in several Collaborative Environmental Management platforms, e.g. CROS (the Schiphol Regional Consultation Committee). CROS comprises responsible representatives of the aviation sector, local government and representatives of community groups. The Committee takes into discussion various aspects related to the operations at Schiphol Airport so as to accommodate the interests of all stakeholders concerned. Performance information is reported to the regulator. Airport Operational staff is made aware about the environmental implications of aircraft operations in trainings. The dedicated de-icing spots have facilities to separate the de-icing fluids from the regular sewage system.

31/12/2012


Same as the overall comment. - 100%

Completed

31/12/2008


Same as the overall comment. - 100% Completed

31/12/2012

FCM03

Collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017

100% Completed

- The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. The level of GAT traffic controlled by Mil ANSP does not justify the implementation of the requested data exchange with the CFMU.

30/06/2011


The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. ASP11, usage of IFPLID (ASP11) is deemed not applicable because it cannot be justified by a business case.

- 100%

Completed

30/06/2011


FCM04.1

Short Term ATFCM Measures (STAM) - phase 1 (Outside Applicability Area) Timescales: - not applicable -

% Not

Applicable

- This item is not applicable for The Netherlands. -


This item is not applicable for The Netherlands. - %

Not Applicable

-

FCM04.2

Short Term ATFCM Measures (STAM) - phase 2 Timescales: Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021

0% No Plan

- A study how STAM can be applied in the Amsterdam FIR will be performed in 2017. -


In 2017 LVNL will study on how to implement STAM phase 2.

- 0%

No Plan

-

FCM05

Interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021

25% Ongoing

- Amsterdam Airport Schiphol provides all required data to the NM. RNLAF has planned the use of AIXM 5.1 B2B and data exchange with NM with the next version of LARA. LVNL has planned the use of LARA as well.

31/12/2021


- - 0%

Planned

31/12/2021


All required data is provided to the Network Manager for DDR.

- 50% Ongoing

31/12/2021

FCM06

Traffic complexity assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

85% Ongoing

- LVNL has implemented a WorkLoad Model (WLM) that is based on ETFMS data. The WLM is in use to predict and monitor ACC sector workload based i.a. on traffic and weather circumstances. The WLM will be enhanced for the Schiphol TMA / APP in 2017. Based on the WLM output appropriate ATFCM measures are applied when necessary. The implemented ATFCM procuderes are tailored to maintain the Schiphol hub operation.

31/12/2017

ASP (By:12/2021)


LVNL has implemented a WorkLoad Model (WLM) that is based on ETFMS data. The WLM is in use to predict and monitor ACC sector workload based i.a. on traffic and weather circumstances. The WLM will be enhanced for the Schiphol TMA / APP in 2016 and 2017. Based on the WLM output appropriate ATFCM measures are applied when necessary. The implemented ATFCM procuderes are tailored to maintain the Schiphol hub operation.

- 85%

Ongoing

31/12/2017


FCM08

Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021

0% Planned

- EFPL is planned to be implemented by LVNL in the second release of new FDP system iCAS. 31/12/2021


EFPL is planned to be implemented in the second release of new FDP system iCAS.

- 0%

Planned

31/12/2021

INF07

Electronic Terrain and Obstacle Data (eTOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018

5% Ongoing

- AIM Road Map is the current policy document. All relevant stakeholders are involved and an implementation planning is established. A Terms of Reference to accomodate further content to the implementation programme has been coordinated with stakeholders on a decision making level.

31/05/2018


AIM Road Map is the current policy document. All relevant stakeholders are involved and an implementation planning is established. Specific implementation details are being worked out.

- 10%

Ongoing

31/05/2018


The AIM Roadmap will be used to create an LVNL plan. The required activities will be planned when the National TOD policy has been established (INF07-REG01).

- 0%

Planned

31/05/2018


Roadmap will be made in line with regulator requirements.

- 0% Planned

31/05/2018

ITY-ACID

Aircraft identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020

97% Ongoing

- Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The mplementation in the TMA's of smaller airfields is ongoing. The military ANSP has completed the required procedures and system introduction as of 09 October 2013. The declaration of the applicable airspaces as required by the IR1206 and 1207/2011 is ongoing

01/01/2020

ASP (By:01/2020) Militaire Luchtvaart Autoriteit

- - 100% Completed

09/10/2013

Air Operations Control Station Nieuw Milligen

The military ANSP has completed the required procedures and system introduction as of 09 October 2013. The declaration of the applicable airspaces as required by the IR1206 and 1207/2011 is ongoing

- 100%

Ongoing

09/10/2013


Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The implementation in the TMA's of Groningen-Eelde (EHGG) and Maastricht-Aachen (EHBK) is ongoing.

- 93%

Ongoing

01/01/2020


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

61% Ongoing

- A Task Force (AIS/AIM) has been established with all relevant parties involved. One of the goals of the TF is to ensure data quality, conforming to Annex IV, and subsequently to ESSIP targets. Implementation planning was made in 2012. Most of the formal arrangements was signed in 2013; the remaining have been signed in 2016. LVNL implements stepwise a new database until Q2 2017.

30/06/2017

REG (By:06/2017)


A Task Force (AIS/AIM) has been established with all relevant parties involved. Verification of objectives has been performed end 2014. reporting on progress in 2015. presently the implementation of eTOD is the main focus.

AIM Expert Task Force

100%

Completed

30/06/2015

Inspectie Leefomgeving en Transport

The relevant civil stakeholders are ISO certified. Procedures for safety related changes are part of the QMS of the ILT(CAA-NL). The ANSP launched a project to implement ADQ infrastructure requirements. Finalisation thereof is now foreseen Q1 2017. Proposed change have been notified to the NSA. Safety assessment reports are part of proposed changes as appropriate. Verification of EU regulation 73/2010 within the ANSP is executed and formal arrangements with MIL (RNLAF), Amsterdam Airport Schiphol and MUAC have been signed.

- 72%

Ongoing

30/06/2017

ASP (By:06/2017)


A Task Force (AIS/AIM) has been established with all relevant parties involved. Formal arrangements have been established. Realisation of an SMS and integral QMS based on ISO 9001/+ in 2015. Certification audit for the effected military ANSP has taken place in 2015. Military will not fully comply with the ADQ requirements but strive to maximise where feasable and affordable. Mil ANSP is not NSA certified, but certified by MAA on MAR basis.

AIM Expert Task Force

86%

Ongoing

30/06/2017


For static data a new database with supporting modules is implemented in 6 steps. The first step has been completed mid-2014. The final step, the interfaces with external systems, will be in Q2 2017. For dynamic data EAD rel.9 is used, which implements most of the quality requirements. The level of compliance is published in the AIP.

AIM Expert Task Force / Implementati

on of Aeronautical Data Quality

(ADQ) at LVNL

31%

Ongoing

30/06/2017


A Task Force (-van AIS naar AIM-) has been established with all relevant parties involved. An SLA concerning data quality between Schiphol and LVNL has been laid down.

- 42% Ongoing

30/06/2017


ITY-AGDL

Initial ATC air-ground data link services (Outside Applicability Area) Timescales: - not applicable -

% Not

Applicable

- The Netherlands will provide initial ATC air-ground data link services above FL285 through Maastricht UAC. Details and progress of implementation of this objective are presented in the Maastricht UAC LSSIP. This objective is not applicable in the context of the NL LSSIP as only airspace below FL195 is being covered.

-

REG (By:02/2018)


Data Link Services are provided by MUAC from 2002 onwards. However in light of the requirements for safety oversight of changes to the ATM system, when a change on the implementation of the Data Link Services is envisaged by the ANSP, it will be adequately addressed by the safety oversight process of ILT (CAA-NL) in colaboration with the other 3 MUAC States. Safety argumentation of the changes imposed by the implementation of the Data Link Services will be reviewed as appropriate. Only PM-CPDLC equipped aircraft will be able to log-on for ATN via VHF data link Mode 2 (VDL M2)-. Address management procedures follow the ICAO document EUR Doc 28, tittled -EUR NSAP Address Registry-. Information in regard to Data Link Services have been published in the NL AIP (Gen 3.4).

- 100%

Completed

28/02/2013


N/A, as only airspace below FL195 is being covered in the NL LSSIP. See also the LSSIP of Maastricht UAC.

- %

Not Applicable

-

MIL (By:01/2019) Militaire Luchtvaart Autoriteit

N/A, as MIL ANSP does not provide GAT services above FL245.

- % Not

Applicable -


ITY-AGVCS2

8,33 kHz air-ground voice channel spacing 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

85% Ongoing

- MIL equipment is 8.33 kHz capable. LVNL has taken a new voice communication system that is 8.33 kHz capable into operation Q2 2015. The interim target for conversion to 8.33 kHz frequencies has been achieved. All ANSP frequencies were converted before 2016. MIL aircraft will be retrofitted or withdrawn.

30/11/2019

REG (By:12/2018)


Exemptions from mandatory carriage of 8.33 equipment are described in NL AIP. In 2013 an AIC-A is issued containing obligations for operators following EC 1079/2012. Enforcement on 8.33 kHz channel spacing capability is executed. The Commission is informed concerning the 25% target and converted or not converted OPC frequencies. All frequency assignments in the Table COM 2 of ICAO Doc 7754 have been converted to 8.33 kHz.

- 100%

Completed

31/12/2016


Exemptions from mandatory carriage of 8.33 equipment are described in NL AIP ENR 1.8. AIC-A 06/2013 (dec 2013) is issued containing obligations of operators following EC 1079/2012. Oversight activies on 8.33 kHz channel spacing capability is executed during 2014 and will be continued as appropriate.

- 100%

Completed

31/12/2016


Full implementation of the 8.33 transition has been executed according planning.

- 100% Completed

31/12/2016


Full implementation of the 8.33 transition has been executed according planning.

- 100%

Completed

30/06/2015

MIL (By:12/2020)


MIL equipment is 8.33 kHz capable. Conversion of frequency assignments to 8.33 kHz will be ensured in a national plan. Some aircraft types are planned to be retrofitted or withdrawn within the context of the IR.

- 50%

Ongoing

30/11/2019

APO (By:12/2018) Militaire Luchtvaart Autoriteit

Conversion to 8,33 kHz is completed. - 100% Completed

31/12/2015


- - 0% Planned

31/12/2018


ITY-FMTP

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

100% Completed

- The FMTP has been integrated in the civil ATM system since May 2009. All connections have been put into service. FMTP implementation over IPv6 has started in 2014. From a regulatory perspective, the relevant (EC) SES regulations, complemented by the Community specification for FMTP, apply directly and mandatorily in the Netherlands.

31/12/2014

ASP (By:12/2014)


The FMTP has been integrated in the civil ATM system since May 2009. All connections have been put into service according to an international plan. FMTP implementation over IPv6 has started in 2014.

- 100%

Completed

31/12/2014


- - 100%

Completed

31/12/2014


FMTP was implemented with the introduction of the new ATC system SAS.

- 100% Completed

31/10/2013

ITY-SPI

Surveillance performance and interoperability Timescales: Entry into 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

100% Completed

- The interoperability of all LVNL surveillance data is ensured; all personel is trained. MIL surveillance chain is compliant. MIL fixed wing transport aircraft are equipped.

31/12/2014

REG (By:02/2015)


In light of the requirements for safety oversight of changes to the ATM system, when a change on the implementation of the systems contributing to the provision of surveillance data is envisaged by the ANSP, it will be adequately addressed by the safety oversight process of ILT (CAA-NL). Safety argumentation of the changes imposed by the implementation of the systems contributing to the provision of surveillance data will be reviewed as appropriate. In case the severity class of identified risks is 1 or 2, or if the implementation of the changes requires the introduction of new aviation standards.

- 100%

Completed

31/12/2013


The interoperability of all surveillance data is ensured. All personel is trained.

- 100%

Completed

31/12/2012

MIL (By:06/2020)


Military surveillance chain is compliant. Mil surveillance data is also used by civil ANSP via RADNET. Transport type fixed wing a/c are compliant, equipage of other state aircraft is considered.

- 100%

Completed

31/12/2014


NAV03

RNAV 1 Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023

100% Completed

- LVNL follows the EUROCONTROL program and P-RNAV routes have been implemented. The required physical infrastructure has been implemented end 2005. MIL has implemented RNAV usage.

31/01/2010

ASP (By:12/2023)


LVNL follows the EUROCONTROL P-RNAV programme and TMA P-RNAV routes have been implemented. The required physical infrastructure has been implemented since 2005 as result of a Demeter-based study. LVNL's ATS systems have been adapted to make available RNAV equipage information on the on-request line. RNAV Procedures are being regularly published in AIP NL. Training of ATCOs is planned and provided on a regular basis as part of the process of introducing changes to the ATM system. MIL have been implementing RNAV usage since 1999 and is following NATO in regard to Navigation Policy; the transport fleet is following civil standards in relation to PRNAV.

First phase of RNAV1 and RNP-

APCH approaches Amsterdam

Schiphol

100%

Completed

31/12/2008


- - 100% Completed

31/01/2010

NAV10

APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016

75% Late

- In 2010 the national PBN Roadmap has been approved. The implementation of APV is part of the PBN Roadmap. An implementation project for APV/Baro has started in 2010. APV procedures for EHGG have been published mid-2014. For four runways at Schiphol APV procedures will be implemented before Q3 2019.

01/07/2019


EASA was reviewed in 2011 and policy decision was made to mandate RNAV-1 24/7 for all IFR flights to and from EHAM. Regulatory material is published in Q3 2012. Relevant changes have been made to the AIP. From 15th November 2012 RNAV-1 is compulsory for EHAM IFR air traffic.

- 100%

Completed

30/04/2012


APV/Baro and SBAS procedures have been published for EHGG. There is gradual progress in the number of published APV procedures. APV Procedures for four runways at Schiphol will be implemented before Q3 2019.

- 67%

Late

01/07/2019


SAF11

Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

69% Late

- Implmenentation of EAPPRE is partly completed at Schiphol. A gap analysis performed by the runway safety team in 2016 may suggest further improvements. Regarding the military airbases with extensive civil use: MIL has implemented EAPPRE at Eindhoven De Kooy (EHKD) is being certified.

01/07/2018


Documentation has been disseminated.The Schiphol Runway Safety Team (RST) performed a gap analysis. RST stakeholders are Airport Operators, ANSP's and Aircraft Operators. ILT (CAA-NL) monitors the progress of the action plan during its oversight activities as appropriate.

- 25%

Ongoing

31/01/2018


LVNL has implemented parts of EAPPRE at Schiphol. A gap analysis performed by the runway safety team in 2016 may suggest further improvements.

- 92%

Late

01/07/2018


Regarding the military airbases with extensive civil use: MIL has implemented EAPPRE at Eindhoven De Kooy (EHKD) is being certified.

- 55% Ongoing

31/07/2017

APO (By:12/2014) Militaire Luchtvaart Autoriteit

Regarding the military airbases with extensive civil use: MIL has implemented EAPPRE at Eindhoven De Kooy (EHKD) is being certified.

- 75% Ongoing

31/07/2017


EAPPRE has been discussed in RST, implementation (if applicable) in 2016. EAPPRE not yet finalized in RST. Target is now Q2 2017.

- 75% Late

30/06/2017


6.3. Detailed Objectives Implementation progress – Additional Objectives for ICAO ASBU Monitoring

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

52% Late

- STCA is in use in the en-route environment, in accordance with the EUROCONTROL specifications for STCA. This implementation is expected to cause too many nuisance alerts in the Schiphol TMA due its complexity. Introduction of STCA in the Schiphol TMA is planned in the replacement of the AAA system. The introduction into operations will depend on the time required for operational validation. Progress on STCA in the Schiphol TMA is reviewed quarterly; in 2014 a new study has started to investigate the feasibility of an STCA implementation in AAA. ATCO training has been completed for the en-route STCA and will be part of the realisation of STCA in the Schiphol TMA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA.

31/12/2020

ASP (By:01/2013)


STCA is in use in the en-route environment, in accordance with the EUROCONTROL specifications for STCA. This implementation is expected to cause too many nuisance alerts in the Schiphol TMA due its complexity. Introduction of STCA in the Schiphol TMA is planned in the replacement of the AAA system. The introduction into operations will depend on the time required for operational validation. Progress on STCA in the Schiphol TMA is reviewed quarterly; in 2014 a new study has started to investigate the feasibility of an STCA implementation in AAA. ATCO training has been completed for the en-route STCA and will be part of the realisation of STCA in the Schiphol TMA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA.

- 37%

Late

31/12/2020


STCA is in use in the en-route environment, in accordance with the EUROCONTROL specifications for STCA. This implementation is expected to cause too many nuisance alerts in the Schiphol TMA due its complexity. Introduction of STCA in the Schiphol TMA is planned in the replacement of the AAA system. The introduction into operations will depend on the time required for operational validation. Progress on STCA in the Schiphol TMA is reviewed quarterly; in 2014 a new study has started to investigate the feasibility of an STCA implementation in AAA. ATCO training has been completed for the en-route STCA and will be part of the realisation of STCA in the Schiphol TMA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA.

- 100%

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

100% Completed

- ASP has implemented training of personnel and performance monitoring. REG and MIL have implementde the objectives, MIl fixwd wing transport type aircraft have been equipped and MIL aircrews and controllers have been trained.

31/12/2015


ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by ILT (CAA-NL).

- 100%

Completed

31/01/2015


ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by MAA for the military.

- 100% Completed

31/12/2015


Controllers are trained for TCAS procedures - 100% Completed

01/03/2012


Controllers are trained for TCAS procedures. Performance monitoring is in place.

- 100%

Completed

31/12/2011


ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by the MAA

- 100% Completed

31/12/2015

FCM01

Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006

100% Completed

- The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. Amsterdam ACC has implemented advanced capabilities to receive and process ATFM data; flight activation data are sent back to the CFMU. The modifications required in order to implement the later phases of the programme (distribution of additional data to CFMU) are being implemented in accordance to plans. The required actions have also been completed by the military.

31/01/2009


Same as in the overall comment. - 100% Completed

31/12/2006


- - 100%

Completed

31/01/2009


INF04

Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012

100% Completed

- Integrated briefing has been implemented; however, without integration of the MET services, which was assessed as not feasible in the particular context of ANS provision and the briefing processes in the NL. MIL has so far opted not to plan for this objective, but this does not affect the overall "Completed" progress achieved through LVNL.

31/12/2008


See the overall comment. - 100%

Completed

31/12/2008

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

100% Completed

- All but two ground-ground automated co-ordination processes have been implemented according to the applicable Commission Regulations. The civil-military change to basic flight data processes between ACC Amsterdam and the controlling military units are implemented. IVW (CAA-NL) reviewed the safety arguments provided by the involved ANSPs.

31/12/2012

ASP (By:12/2012)


All but two ground-ground automated co-ordination processes have been implemented according to the applicable Commission Regulations. Implementation ofthe Logon Forward and Next Authority Notified processes is not applicable as LVNL has no air-ground data-links.

- 100%

Completed

31/12/2012


The civil-military basic flight data processes between ACC Amsterdam and the controlling military units are implemented.

- 100% Completed

31/12/2012


ANNEXES

Annex A - Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP Focal Point for Netherlands Dennis Vianen Policy Advisor

LSSIP Focal Point for ILT (CAA-NL) Marcel Hartman Senior Inspector

LSSIP Focal Point for ANSP Sacha Smit-van de Velde Account/-issue manager

LSSIP Focal Point for Airport AAS Jurgen Busink Airside Operations Process Management Airside

LSSIP Focal Point for Military/MoD Leon Cremers Senior Policy Advisor

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person for Netherlands DPS/PEPR Jorge PINTO


Implementation Objectives

Implementation

Objective

EUROCONTROL Objective Owners

EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist

AOM13.1 O. MROWICKI A. DYBOWSKA D. VERHOEVEN (REG), R. DUBBELDAM (ASP)

AOM19.1 G. ACAMPORA O. ALFARO R. SLOOTBEEK, S. SMIT

(ASP)


(ASP)


(ASP)

AOM21.1 C. BRAIN A. DYBOWSKA R. SLOOTBEEK, S. SMIT

(ASP)

AOM21.2 C. BRAIN A. DYBOWSKA R. SLOOTBEEK, S. SMIT

(ASP)

AOP04.1 M. BIRENHEIDE P. VRANJKOVIC F. DIJKGRAAF, M.

BAKKER (ASP)

AOP04.2 M. BIRENHEIDE P. VRANJKOVIC F. DIJKGRAAF, M.

BAKKER (ASP)

AOP05 M. BIRENHEIDE F. ROOSELEER F. DIJKGRAAF (ASP)

AOP10 M. BIRENHEIDE F. ROOSELEER R. SLOOTBEEK, S. SMIT

(ASP)

AOP11 M. BIRENHEIDE L. DELL’ORTO R. SLOOTBEEK, S. SMIT

(ASP)

AOP12 M. BIRENHEIDE P. VRANJKOVIC R. SLOOTBEEK, S. SMIT

(ASP)

AOP13 M. BIRENHEIDE P. VRANJKOVIC

ATC02.8 B. BAKKER F. ROOSELEER

ATC07.1 P. TERZIOSKI L. DELL’ORTO J. BRÜGGEN (ASP)

ATC12.1 P. TERZIOSKI L. DELL’ORTO R. SLOOTBEEK, S. SMIT

(ASP)

ATC15.1 P. CONROY L. DELL’ORTO

ATC15.2 P. HOP L. DELL’ORTO

ATC17 S. MORTON L. DELL’ORTO J. HERMENS (REG)

COM10 Y. EYUBOGLU J. PINTO H. WIJNBERGEN (ASP)

COM11 L. POPESCU J. PINTO H. WIJNBERGEN (ASP)

COM12 W. JANSSENS J. PINTO

ENV01 M. BIRENHEIDE B. HILL F. DIJKGRAAF (ASP)

ENV02 S. MAHONY B. HILL J. VERMEIJ (ASP)

FCM03 C. BOUMAN O. CIOARA W. RITSEMA (ASP)

FCM04.1 P. HOP O. CIOARA

FCM04.2 P. HOP O. CIOARA

FCM05 I. MENDES VIDEIRA O. CIOARA W. RITSEMA (ASP)

FCM06 P. HOP F. ROOSELEER W. RITSEMA (ASP)

FCM07 C. BOUMAN O. ALFARO

FCM08 K. BREIVIK O. CIOARA

FCM09 R. STEVENS O. CIOARA


INF07 A. PETROVSKY A-P. FRANGOLHO K. MONSTER (REG)

INF08.1 I. MENDES VIDEIRA A-P. FRANGOLHO

INF08.2 I. MENDES VIDEIRA A-P. FRANGOLHO

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO W. RITSEMA (ASP)

ITY-AGVCS2 J. POUZET B. HILL J. HERMENS (REG)

ITY-FMTP L. POPESCU O. ALFARO J. HERMENS (REG), H.

WIJNBERGEN (ASP)

ITY-ACID A. DESMOND-KENNEDY O. CIOARA R. SLOOTBEEK, S. SMIT

(ASP)

ITY-SPI M. BORELY O. CIOARA J. HERMENS (REG)

ITY-AGDL S. DISSING B. HILL J. HERMENS (REG), H.

WIJNBERGEN (ASP)

NAV03 F. PAVLICEVIC P. VRANJKOVIC J. HOEKSTRA (ASP)

NAV10 R. FARNWORTH P. VRANJKOVIC R. de WAARD (REG), J.

HOEKSTRA (ASP)

SAF11 S. LAWRENCE F. ROOSELEER J. BOSSENBROEK (REG)


Annex B - National Stakeholders Organisation charts

B1. Organisation of the Ministry of Infrastructure and the Environment (MoT, “Ministerie van Infrastructuur en Milieu”)

The Ministry of Infrastructure and the Environment is the new State authority for civil aviation in Netherlands (See http://www.rijksoverheid.nl/ministeries/ienm). See the new organogram (January 2017) in the next page.


B1. Ministry of Infrastructure and the Environment (MoT, “Ministerie van Infrastructuur en Milieu”)


B2. Organisation of the Ministry of Defence in relation to ATM/ANS

B3. Organisation of Air Traffic Control the Netherlands (LVNL, “Luchtverkeersleiding Nederland”)

MoD Organizational chart in relation to ATM

Policy Supervision

Military Aviation Authority

Mil ANSP

Support Operations Branch

Commander RNLAF

Commander Dutch Armed Forces

Support Branches

Defence Material Organization

Corporate Director Defence Material Organization

Secretary General

Minister of Defence


B4. Organisation of Schiphol Group / Amsterdam Airport Schiphol

Schiphol Group's core activity in the Netherlands is the operation of Amsterdam Airport Schiphol.

About Schiphol Group

Structure of the organization:

Schiphol Group has a Board of Management consisting of four executive directors who head up the company. The Board of Management is supported by a number of corporate staff departments and manages four business areas and two support units. The business areas are: Aviation, Consumers, Real Estate and Alliances & Participations. The support units are: Project Management and Information & Communication Technology.


Shareholders Schiphol Group:

Schiphol Group shares are held by the State of the Netherlands, the City of Amsterdam, the City of Rotterdam and Aéroports de Paris S.A.

The authorized share capital of NVLS amounts to EUR 143 million and is divided into 300.000 Class A shares and 14.892 Class B shares. Currently 171.255 Class A with par value EUR 454 each and 14.892 Class B with par value EUR 454 each are issued and fully paid-up.

These shares are held by the following shareholders:

State of the Netherlands 129.880 Class A shares (69.77%)

City of Amsterdam 37.276 Class A shares (20.03%)

City of Rotterdam 4.099 Class A shares (2.20%)

Aéroports de Paris S.A. 14.892 Class B shares (8.00%)

Total: 186.147 Class A and B shares (100.00%) Schiphol Group is an independent, commercial enterprise and has been profitable for years; it has been paying dividends and corporate taxes since 1 January 2002.


During the summer of 2016 Amsterdam Airport Schiphol provided connections to 322 European and intercontinental airports. With passenger numbers totalling 63.6 million, Amsterdam Airport Schiphol ranked as Europe’s third-largest passenger airport in 2016 and Europe’s third-largest individual cargo airport handling 1.7 million tonnes of cargo in that year. Air transport movements in 2016 totalled 479.000, thus making Amsterdam Airport Schiphol the fourth-largest European airport in terms of air transport movements in 2016. The airport is an important location for businesses. 500 companies were located at the airport in 2016, offering direct employment to 65.000 people.

Airport Zone:

The Airport area has 2,787 hectares. See below a picture of the airport layout - source: www.ais-netherlands.nl.


Information on the Runways:

Runway Location Length Width

Polder Runway 18R-36L 3,800 metres 60 metres

Zwanenburg Runway 18C-36C 3,300 metres 45 metres

Kaag Runway 06-24 3,500 metres 45 metres

Aalsmeer Runway 18L-36R 3,400 metres 45 metres

Buitenveldert Runway 09-27 3,450 metres 45 metres

Schiphol East Runway 04-22 2,014 metres 45 metres

Future developments (tentative):

Starting 2016 – first stages of masterplan work with a new pier and a redesigned platform.

Additional information on AAS is available on the following web-sites:

www.schiphol.nl

www.schipholgroup.com Amsterdam Airport Schiphol and SESAR

AAS is part of the SEAC Consortium. SEAC will play a major role in the further development of SESAR. AAS will allocate effort to the SEAC involvement in accordance with the figures in the table below (in man * months):

WBS DOW 4.0 - Activity Title AMS WBS DOW 4.0 - Activity Title AMS

6.0. Global Co-ordination & Management

2

6.5.4. Airport Operations Centre Definition 20

6.2. Coordination and consolidation of operational concept definition and validation

20

6.6.1. Operations in adverse weather and/or exceptional operating conditions / Recovery Management

6

6.3.1 The Airport in the ATM environment

20

6.6.2. Integration of airport – airline/ground handlers – ATC processes (incl. turnaround) in ATM

6

6.5. Collaborative Airport Planning 3

6.7.1. Airport Safety Support Tools for Pilot and Controllers

7

6.5.1. Airport Operations Plan Definition 19

6.7.2. A-SMGCS Routing and Planning functions

8

6.5.2. Airport Operations Plan Validation 10 6.7.3. A-SMGCS Guidance function 10

6.5.3. Airport Capacity and Flow Management

8

AMS participation in SEAC: Input in months of work


Annex C - Glossary of Abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP Netherlands.

Other general abbreviations are in the Acronyms and Abbreviations document http://www.eurocontrol.int/articles/glossaries

Term Description

AAA Amsterdam Advanced ATC

AAS Amsterdam Airport Schiphol

AF ATM Functionality

AMC Airspace Management Cell (only to the purpose of this document)

ANS Air Navigation Services

ANSP Air Navigation Services Provider

AOCS NM Air Operations Control Station Nieuw Milligen

EASA European Aviation Safety Agency

ECAC European Civil Aviation Conference

DGB Directorate-General for Mobility and Transport (“Directoraat-Generaal Bereikbaarheid”)

DMO Defense Material Organization

FAB Functional Airspace Block

FABEC Functional Airspace Block Europe Central

FT Fast Track

ICAO International Civil Aviation Organization

ILT (CAA-NL) Human Environment and Transport Inspectorate (“Inspectie Leefomgeving en Transport”)

ITU International Telecommunication Union

KNMI Royal Netherlands Meteorological Institute (“Koninklijk Nederlands Meteorologisch Instituut”)

LVC Netherlands Air Traffic Committee (“Luchtverkeerscommissie”)

LVNL ATC the Netherlands (“Luchtverkeersleiding Nederland”)

MCG Maastricht Co-ordination Group

MilATCC Military ATCC

MAA Military Aviation Authority (“Militaire Luchtvaart Autoriteit”)

MoD Ministry of Defence

MoT Ministry of Infrastructure and the Environment

MUAC EUROCONTROL Maastricht UAC

NATO North Atlantic Treaty Organisation

NSA National Supervisory Authority

OVV Dutch Safety Board (“Onderzoeksraad voor Veiligheid”)


PCP Pilot Common Project

DP Deployment Programme

RNLAF Royal Netherlands Air Force

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Local Single Sky ImPlementation (LSSIP) NETHERLANDS · The Local Single Sky ImPlementation (LSSIP)...

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