Local Single Sky ImPlementation (LSSIP) NORWAY

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DOCUMENT IDENTIFICATION SHEET

LSSIP for Norway

Infocentre Reference: 15/01/12-30

Document Identifier Edition: Year 2014

LSSIP Year 2014 Norway Edition Date: 27 March 2015

LSSIP Focal Point – Rajunesh SHANKAR E-mail: [email protected] ATM Inspector State Focal Point LSSIP Contact Person - Luca DELL’ ORTO E-mail:

[email protected]

Unit DPS/PEPR

Status Intended for

Working Draft  General Public 

Draft  Agency Stakeholders 

Proposed Issue  Restricted Audience 

Released Issue 

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Norway (NO) - LDO\Year 2014\Released\LSSIP Year 2014 NO Released.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/guidance-material 2 ESSIP Plan Edition 2013 www.eurocontrol.int/pepr

3 ESSIP Report 2012 www.eurocontrol.int/pepr 4 STATFOR Forecasts http://www.eurocontrol.int/statfor

5 Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries 6 European ATM Master Plan https://www.atmmasterplan.eu/

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

8 National AIP https://www.ippc.no/norway_aip/current/index.html

9 FAB Performance Plan http://www.nefab.eu/nefab-performance-plan-for-reference-period-2-rp2-2015-2019-has-been-published

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APPROVAL SHEET

With reference to e-mail received from the Chief Executive Officer of Avinor AS (CAA document reference 14/03643-07), Chief Executive Officer of Avinor ANS AS (CAA document reference 14/03643-05) and the managing Director of Oslo Lufthavn AS (CAA document reference 14/03643-06), the Civil Aviation Administration of Norway is authorized to sign the 2014 Norwegian Local Single Sky Implementation plan, level 1 (CAA document reference 14/03643-04) on behalf of the above mentioned stakeholders.

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Executive Summary

National ATM Context

A major stakeholder organizational change occurred in the main air navigation service provider Avinor AS during 2014. Avinor AS, which provides service to more than 50 airports and 1 Area Control Center in Norway, has decided to separate the ANS provision from the main company. The new ANS Company (Avinor Air Navigation Services AS) was established from 1. June 2014, and is100% owned by Avinor AS.

In 2014 the number of ACC Units in Norway was reduced from 3 to 1. The ACC unit in Norwegian airspace which is of concern to this LSSIP period is Norway ACC. Norway ACC is split into 4 Sector Groups (SG) located on 3 different locations. SG North is located in Bodø, SG West is located in Stavanger and SG East and TMA are located in Oslo (Røyken). There are several other TMAs in Norway; the provision of APP control in these TMAs is still done at the local airport.

The building of the new terminal at Oslo Airport is progressing according to plan, and has not led to delays or disturbance of inbound or outbound traffic. The new terminal is expected to be completed in 2017. Southern Norway Airspace Project (SNAP) was established in November 2014 which led to changes in the airspace including SID / STAR system for airports within the Western and Mid Norway area. The purpose was to improve aviation safety and ensure future increased capacity in affected terminal areas and ACC sectors, standardize and streamline ANS-delivery, as well as continue a good environmental profile for aviation. The project has also established a new approach control for airports ENOV, ENAL, ENML and ENKB at Værnes.

New ATM system for Bodoe Oceanic is planned to be implemented in March 2015, where ADS-C capabilities are also included. The M-ADS system has been used for offshore helicopter operations in combination with radar for Flight Information and Alerting Services in the Ekofisk and Balder ADS areas. The system is now facing end of life and an ADS-B system went operational in Ekofisk FIR in 2014 and is planned to be expanded to the Balder FIR in early 2015. Future plans to expand ADS-B and WAM throughout Norway are in the planning stages.

Traffic and Capacity

Traffic in Norway increased by 1.1% during summer 2014 (May to October), when compared to summer 2013. The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.2% and 2.7% throughout the planning cycle 2015-2019, with an average baseline growth of 1.7%. Planning for the 2015-2019 period 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 in all SG’s within Norway ACC.

ESSIP Objective Implementation

The overall situation in the implementation of 2014 ESSIP Objectives in Norway is considered as reasonably good. There are still complications related to the completion of ADQ Objectives, which is late. The ANSP is in the process of implementing a new ADQ compliant AIM system solution, expected to be complete in early 2017. Further, the implementation of ATC air ground data link services above FL285 stopped due to revising of the data link regulation EU 29/2009. Therefor the objective is marked as “no plan”. Preliminary planning has begun for the newest objective INF07.

Implementation of AOM19 and AOM21 are progressing as planned and are the two main objectives coordinated at NEFAB level. FRA is planned to be implemented in NEFAB by mid-November 2015.

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LSSIP Year 2014 Norway 2 Released Issue Initial planning started for COM11, including dialogue with system suppliers and network service

providers. However, the status for this objective is listed as “no plan”.

A few SLoAs are completed with regards to FCM01 and FCM03, however, the remaining are either reported as late with a plan for implementation or no plan (implementation plan yet to be developed). Therefor the overall progress for both is "late".

The need has been identified for further coordination between CAA-N and the MAA with regards to MIL related SLoA’s in ITY-SPI and AOM13.1. Military related SLoA’s in both objectives are marked as having no plan.

The objectives FCM04, ITY-ACID, SRC-RLMK and SRC-SLRD are all marked as “not applicable” in Norway for 2014.

LSSIP 2014 - Norway

*

FOC Date

█

Planned implementation date

(see legend at the bottom of the table)

State-related ESSIP Objectives

<=2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

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

[IDP]

[E]

*

AOM19 Implement Advanced Airspace Management [IDP]

[E]

*

AOM21 Implementation of Free Route Airspace [IDP]

[E]

*

AOP03 Improve runway safety by preventing runway incursions [IDP]

_*

ATC02.2 Implement ground based safety nets - Short Term Conflict _{Alert (STCA) - level 2} [E]

*

ATC02.5 Implement ground based safety nets - Area Proximity

Warning - level 2 [E]

*

ATC02.6 Implement ground based safety nets - Minimum Safe

Altitude Warning - level 2 [E]

*

ATC02.7 Implement ground based safety nets - Approach Path

Monitor - level 2 [E]

*

ATC07.1 Implement arrival management tools [E]

*

ATC12 Implement automated support for conflict detection and

conformance monitoring [E]

*

ATC15

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

[IDP]

[E]

*

ATC16 Implement ACAS II compliant with TCAS II change 7.1

_*

ATC17 Electronic Dialogue as Automated Assistance to Controller

during Coordination and Transfer

[IDP]

[E]

*

COM09 Migrate ground international or regional X.25 data networks

or services to the Internet Protocol (IP) [IDP]

*

COM10 Migrate from AFTN to AMHS

*

COM11 Implementation of Voice over Internet Protocol (VoIP) in

ATM

*

FCM01 Implement enhanced tactical flow management services [E]

*

FCM03 Implement collaborative flight planning [IDP]

[E]

*

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

[E]

FCM05 Implementation of interactive rolling NOP [IDP]

[E]

*

INF04 Implement integrated briefing

_*

INF07 Electronic Terrain and Obstacle Data (TOD)

_*

ITY-ACID Aircraft identification

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LSSIP 2014 - Norway

*

FOC Date

█

Planned implementation date

(see legend at the bottom of the table)

ITY-ADQ Ensure quality of aeronautical data and aeronautical

information [E]

*

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

[E]

*

ITY-AGVCS2 Implement air-ground voice channel spacing requirements

below FL195

*

ITY-COTR Implementation of ground-ground automated co-ordination

processes [E]

*

ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP]

_*

ITY-SPI Surveillance performance and interoperability

_*

NAV03 Implementation of P-RNAV [E]

_*

NAV10 Implement APV procedures [IDP] _[E]

*

SAF10 Implement measures to reduce the risk to aircraft operations

caused by airspace infringements

*

SAF11 Improve runway safety by preventing runway excursions

_*

SRC-RLMK Implement the EUROCONTROL Safety Regulatory

Requirements (ESARRs)

SRC-SLRD Safety Levels and Resolution of Deficiencies

Airport-related ESSIP Objectives

<=2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

ENGM-Oslo - Gardermoen

AOP04.1 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level1 [E]

*

AOP04.2 Implement Advanced Surface Movement Guidance and _{Control System (A-SMGCS) Level 2}

_*

AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP]

[E]

*

ENV01 Implement Continuous Descent Operations (CDO)

techniques for environmental improvements [IDP]

*

ENV02 Implement Collaborative Environmental Management

(CEM) at Airports

*

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (Norway/Oslo Gardermoen airport does not participate in this obj.)

Late

E= Essential – Master Plan Reference IDP = Interim Deployment Programme

NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.

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Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document – Year 2014 describes the situation in the State at the end of December 2014.

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

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

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

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

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

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

 Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP.

Note: The information contained in Chapter 6 is deemed sufficient to satisfy State reporting

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Chapter 1 - National ATM Environment

1.1 Geographical

Scope

1.1.1 International Membership

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

Organisation Since

ECAC  1955 EUROCONTROL  1993 European Common Aviation Area  2007 EEA (European Economic Area)  1992 EASA  2005 ICAO  1947 NATO  1949 ITU  1866 1.1.2 Geographical description of the FIR(s)

The geographical scope of this document addresses the Norway FIR/UIR (since 27 Nov 2003 the Norwegian airspace is established as one single FIR/UIR). Control areas extend between FL 95 and FL 660, the lower level being FL 115 or FL 135 in the highest mountain areas. In addition, controlled airspace in Norway also comprises 17 TMAs, and 19 CTRs.

Two offshore control areas, Statfjord CTA (in the northern North Sea) and Heidrun CTA (est. June 2011, in the Norwegian Sea) are established to support the helicopter traffic related to the Norwegian oil production. Ekofisk ADS-B (in the southern North Sea) for offshore helicopters in the North Sea was implementation during the first half of 2014 and is planned to be extended with the Balder ADS-B project in early 2015. The plan is to upgrade Ekofisk and Balder to control areas (CTA) based on ADS-B surveillance during 2015.

Norway FIR is surrounded by FIRs of 6 States, namely United Kingdom (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finland FIR), Sweden (Sweden FIR) and Denmark (Copenhagen FIR). Among the above, Russia is the only non-ECAC bordering state.

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LSSIP Year 2014 Norway 6 Released Issue 1.1.3 Airspace Classification and Organisation

Reference is made to AIP Norway:

https://www.ippc.no/norway_aip/current/aip/EN_ENR_1_4_en.pdf

1.2 National

Stakeholders

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

Avinor AS - The Company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. Avinor AS fully owns the following two limited companies:

 Oslo Lufthavn AS - owner of Oslo Airport

 Avinor Air Navigation Services AS - the Norwegian Air Navigation Service Provider Luftfartstilsynet - the Norwegian CAA

The Royal Norwegian Air Force - the Military Aviation Authority of Norway is responsible for Military Airworthiness, Operations and Airports.

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

Organisational overview

Military Aviation Authority Norway (MAA)

Ministry of Defence

NSA

Civial Aviation Authority Norway (CAA)

Avinor ANS AS Oslo Airport AS Avinor AS

General Assembly Avinor AS Ministry of Transport and Communications

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1.2.1 Civil Regulator(s)

1.2.1.1 General information

Civil aviation in Norway is the responsibility of the Ministry of Transport and Communications (MoTC). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA (Luftfartstilsynet) is further detailed in the following sections.

Activity in ATM: Organisation responsible

Legal Basis

Rule-making Luftfartstilsynet (CAA-NO)

Luftfartsloven (Civil Aviation Act)

Safety Oversight Luftfartstilsynet (CAA-NO)

As above and regulation FOR 2007-01-26 no 99 (BSL G 1-1) on the establishment of a Single European Sky.

Enforcement actions in case of non-compliance with safety regulatory requirements As above Airspace As above Economic As above Environment As above Security As above Accident investigation Aircraft Accident

Investigation Board/Norway (AAIB/N)

Luftfartsloven (Civil Aviation Act) and the Directive for the Accident Investigation Board Norway

1.2.1.2 Luftfartstilsynet, the Norwegian CAA

Luftfartstilsynet, the Norwegian CAA, is the regulatory body for flight safety in Norway. This includes rulemaking, certification, safety oversight, safety performance monitoring and ATM safety occurrence analysis. The flight safety regulatory function in Norway is independent from the Service Provision function by an organisational separation.

Annual Report published: Y This is the annual report for 2013 covering yearly activities of CAA-Norway (Luftfartstilsynet)

http://www.luftfartstilsynet.no/incoming/article14404.ece/BINARY/%C3%85r srapport%202013.pdf

Web address: http://www.caa.no

An organisational chart giving a more detailed structure of the CAA is found in Annex B. 1.2.2 Avinor AS

Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations.

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LSSIP Year 2014 Norway 8 Released Issue

1.2.2.1 Avinor Air Navigation Services AS

Avinor Air Navigation Services AS was established in June 2014 and acts as the ANSP in Norway. It is a limited company fully owned by Avinor AS. It provides aerodrome control and approach control services at airports, air traffic services in Norwegian airspace and maintenance and operation of the technical infrastructure for air navigation.

Name of the ANSP: Avinor ANS AS Governance: State owned limited

company

Owners hip:

Owned by Avinor AS Services provided Y/N Comment

ATC en-route Y ATC approach Y ATC Airport(s) Y

AIS Y CNS Y

MET N Avinor provides MET observations at airports ATCO training Y Others Additional information: Provision of services in other State(s): N

Annual Report published: Y https://avinor.no/globalassets/_konsern/om-oss/rapporter/en/annual-report-2013.pdf

This is the annual report for 2013 covering yearly activities of the ANSP (Avinor AS).

Web address: http://www.avinor.no/en/

1.2.2.2 ATC system in use

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

Upgrade1 of the ATC system is performed or planned? 2015 – Upgrade including system consolidation, ARTAS tracker and support for FAB-level Free Route operation.

2019 – Major upgrade of core components of the ATC system.

During 2015 the number of separate installations of the ATC system with the same SW base will be reduced from 3 to 2 by consolidating to one common system for Sector Groups East, West and TMA in Southern Norway while keeping a separate installation for Sector Group North (see 1.2.2.3).

1

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

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1.2.2.3 ATC units

In 2014 the number of ACC Units in Norway was reduced from 3 to 1. The ACC unit in the Norwegian airspace, which are of concern to this LSSIP is the Norway ACC.

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA

Norway ACC Norway FIR

-Sector Group North 4 (5)* 4 Plus 1 offshore sector -Sector Group West 12 1 Ind. 3 offshore sectors -Sector Group East 8 0

-Sector Group TMA 0 2

*): The total number of En-route sectors in SG North is 5 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP).

The Norway ACC is split into 4 Sector Groups (SG) located on 3 different locations. SG North is located in Bodø, SG West is located in Stavanger and SG East and TMA are located in Oslo (Røyken).

The TMA sectors presented above are those sectors co-located with the ACC. There are several other TMAs in Norway; the provision of APP control in these TMAs is done at the local airport.

1.2.3 Airports

1.2.3.1 General information

The main airports in Norway are generally owned and operated by Avinor AS. The following exceptions apply:

Oslo-Gardermoen: The airport is operated by Oslo Lufthavn AS (OSL). Oslo Lufthavn AS is a limited company where all the shares are owned by Avinor AS. ATS is provided by Avinor ANS AS.

Torp Sandefjord Lufthavn: The Airport is owned and operated by Sandefjord Lufthavn AS. 86.5 percent of the shares are municipally owned. 13.5 percent of the shares are owned by private investors. ATS is provided by Avinor ANS AS.

Moss Lufthavn Rygge: The Airport is owned and operated by Rygge Sivile Lufthavn AS (RSL AS). RSL AS is mainly owned by private investors. ATS is provided by Avinor ANS AS.

Four airports in Norway are operated by the Royal Norwegian Air Force. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on three of the military operated airports (Bodø, Bardufoss and Andøya Airports). At the one remaining airport, civil passenger terminals are operated by another company (Ørland Airport).

1.2.3.2 Airport(s) covered by the LSSIP

APO SloAs are contained in the following objectives: ENV, AOP, FCM05, INF07, ITY-ADQ, ITY-AGVCS2, and SAF11.

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

In Norway, only Oslo Airport Gardermoen is covered in this LSSIP. 1.2.4 Military Authorities

The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML).

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1.2.4.1 Regulatory role

Regulatory framework and rule-making

Oversight

1.2.4.2 Service Provision role

OAT GAT OAT and provision of service for OAT

governed by national legal provisions?

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

N Level of such legal provision:

OAT: Military legislation (BML) ANS to OAT: CAA regulation (BSL)

Level of such legal provision: N/A

Authority signing such legal provision: Ministry of Transport

Authority signing such legal provision: N/A

These provisions cover: These provisions cover:

Rules of the Air for OAT Y Organisation of military ATS for OAT N/A Organisation of military ATS for GAT N/A

OAT/GAT Coordination N/A OAT/GAT Coordination N/A ATCO Training N/A ATCO Training N/A ATCO Licensing N/A ATCO Licensing N/A ANSP Certification N/A ANSP Certification N/A ANSP Supervision N/A ANSP Supervision N/A Aircrew Training Y ESARR applicability N/A

Aircrew Licensing Y *) Additional Information:

MAA regulates OAT. OAT inside segregated airspace will be controlled by military air defence controllers. The responsibility for separation between non-participating air traffic and OAT inside segregated airspace rests with the civil ANSP and is described in the national FUA agreement (FUA level 1) and the established LoA between the Royal Norwegian Air Force and Avinor (FUA level 3).

ANS provision to OAT outside segregated airspace is to be regulated through CAA. The need for ANS to OAT in shall be described in ANSP handbooks.

Additional Information:

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

National AIP N National AIP N/A National Military AIP N National Military AIP N/A

EUROCONTROL eAIP N/A EUROCONTROL eAIP N/A

Other: - Other: -

OAT GAT National oversight body for OAT:

Military Aviation Authority

NSA (as per BSL G 1-1) for GAT services provided by the military:

N/A

Additional information: - Additional information: -

OAT GAT Services Provided: Services Provided:

En-Route Avinor En-Route Avinor

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Military ANSP providing GAT services SES certified? N/A If YES, since: N/A Duration of the Certificate: N/A

Certificate issued by: N/A -Additional Information:

1.2.4.3 User role

1.2.4.4 Flexible Use of Airspace (FUA)

Airfield/TWR/GN D

Avinor Airfield/TWR/GND Avinor

AIS Avinor AIS Avinor

MET The Norwegian Meteorological Institute

SAR Joint Rescue Coordination Centres

SAR Joint Rescue Coordination Centres TSA/TRA

monitoring

Avinor and RNoAF Air Defence Organisation

FIS Avinor

Other: Other: -

Only TSAs are established in Norway.

CRCs will on request from GAT provide traffic information service

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 N 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 N Provision of ATC in UHF N CNS exemptions: RVSM Y 8.33 N Mode S N ACAS Y

Others:

Military in Norway applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y

FUA Level 2 implemented: Y FUA Level 3 implemented: Y

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Chapter 2 - Traffic and Capacity

2.1 Evolution of traffic in Norway

2014

Traffic in Norway increased by 1.1% during summer 2014 (May to October), when compared to summer 2013.

2015-2019

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.2% and 2.7% throughout the planning cycle, with an average baseline growth of 1.7%.

0 100.000 200.000 300.000 400.000 500.000 600.000 700.000 800.000 2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F IFR fli g h ts

Norway - Annual IFR Movements

IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast

IFR movements - Low forecast A = Actual

F = Forecast 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F H 2.5% 3.3% 2.9% 2.4% 2.3% 2.5% 1.7% B 4.9% 4.2% 4.0% 2.4% 2.5% 1.6% 1.2% 1.4% 1.5% 1.6% L 2.2% 1.0% -0.1% -0.2% 0.1% 0.1% 0.2% ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1%

EUROCONTROL Seven-Year Forecast (September 2014)

IFR flights yearly growth Norway

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2.2 NORWAY ACC SG NORTH

2.2.1 Traffic and en-route ATFM delays 2010-2019

2.2.2 Summer 2014 performance

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

Ref value Actual

+ 3.6 % 57 (0%) 0.00 0.04 No

Average enroute delay per flight remained at 0.0 min/flight in Summer 2014.

Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments

Flexible rostering of ATC staff Yes Recruitment and training to maintain number of air traffic

controllers Yes

New ATM system in Bodo Oceanic No

The system failed before implementation, still work in progress.

Maximum configuration: 6 + 1 oceanic Yes

Summer 2014 performance assessment

The ACC capacity baseline was assessed to be at the same level as in Summer 2013. During the measured period, the average peak hour demand was 47 and the average peak 3 hour demand was 43.

2.2.3 Planning Period 2015-2019 - Summer

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

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Peak Day Traffic 721 719 729 753 753

Summer Traffic 557 558 572 588 609 Yearly Traffic 534 544 555 565 586

Summer Traffic Forecast 618 623 626 632 638

High Traffic Forecast - Summer 621 634 645 657 668 Low Traffic Forecast - Summer 610 607 600 596 596 Summer enroute delay (all causes) 0.04 0.01 0.04 0.05 0.04

Yearly enroute delay (all causes) * 0.02 0.01 0.03 0.03 0.02

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 0 100 200 300 400 500 600 700 800 Enroute D e la y ( m inutes per fli g ht) IFR fl ights (D ai ly Av er age)

ENBDACC - Traffic and en-route ATFM delays

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

2015 2016 2017 2018 2019

0.10 0.09 0.10 0.10 0.11

0.06 0.05 0.05 0.06 0.07

Annual

En-route ATFM delay breakdown - Reference Values ENBDCTA

Summer

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LSSIP Year 2014 Norway 14 Released Issue Capacity Plan

2015 2016 2017 2018 2019 Free Route Airspace Free Route

Airspace Airspace Management

Advanced FUA Airport & TMA Network

Integration Cooperative Traffic Management Airspace SNAP (Southern Norway Airspace Project) Procedures

Staffing Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers

Technical New ATM system in Bodo Oceanic Future ATM System Capacity

Significant Events Training for

FRA

Max sectors 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic

Capacity increase p.a. Sufficient capacity to meet expected demand

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

Additional information

2013 2014 2015 2016 2017 2018 2019 2015‐2019 Reference Capacity Profile 57 57 57 57 57 Capacity Profile ‐ Shortest Routes (Open) 57 57 57 57 57 Capacity Profile ‐ Current Routes 57 57 57 57 57

Capacity Profile ‐ High 57 57 57 57 57

Capacity Profile ‐ Low 57 57 57 57 57

Capacity Baseline 57 57 2015 ‐ 2019 Plan 57 57 57 57 57 0 10 20 30 40 50 60 Ca pa ci ty pr of ile (m o vements pe r ho ur )

ENBDCTA - Reference capacity profile and alternative scenarios

2015-2019 Planning Period Outlook

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2.3 NORWAY ACC SG EAST

Ref value Actual

+ 0.7 % 91 (+6%) 0.01 0.01 No

Average enroute delay per flight remained at zero minutes per flight in Summer 2014.

Planned Capacity Increase: sufficient to meet demand Achieved Comments

Additional controllers No New rostering, better efficiency. Flexible rostering of ATC staff Yes

Enhanced sector configurations No

Re-assessment of sector capacities following CAPAN study Yes Work in progress.

Maximum configuration: 5 (Summer), 7 (Winter) No

Traffic during summer is equivalent or greater than winter, should be 7 for both.

The capacity offered was measured with ACCESS at a level of 91, for an average peak demand of 82 (peak 1 hour) and 76 (peak 3 hour).

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Peak Day Traffic 1154 1135 1135 1200 1224

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 Enroute D e la y ( m inutes per fli g ht) IFR fl ights (D ai ly Av er age)

ENOSACC - Traffic and en-route ATFM delays

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

2015 2016 2017 2018 2019

0.13 0.13 0.14 0.15 0.14

0.13 0.13 0.13 0.15 0.14

En-route ATFM delay breakdown - Reference Values ENOSCTA

Annual Summer

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Integration Cooperative Traffic

Management

Airspace

Procedures

Staffing Additional controllers Recruitment and training of air traffic controllers Flexible rostering of ATC staff

Technical Future ATM

System Capacity

Significant Events

Max sectors 7 7 7 7 7

Capacity increase p.a. Sufficient capacity to meet expected demand

2013 2014 2015 2016 2017 2018 2019 2015‐2019 Reference Capacity Profile 91 91 91 91 91 Capacity Profile ‐ Shortest Routes (Open) 91 91 91 91 91 Capacity Profile ‐ Current Routes 91 91 91 91 91

Capacity Baseline 86 91 2015 ‐ 2019 Plan 91 91 91 91 92 50 55 60 65 70 75 80 85 90 95 Capaci ty pr o fi le (m ovem en ts per hour )

ENOSCTA - Reference capacity profile and alternative scenarios

(29)

2.4 NORWAY ACC SG WEST

Ref value Actual

+1.6 % 63 (+9%) 0.11 0.08 No

Average enroute delay per flight remained at 0.1 minutes per flight in Summer 2014.

Capacity Plan 0% Achieved Comments

Flexible rostering of ATC staff Yes Recruitment and training to maintain number of air traffic

controllers Yes ADSB offshore Yes First to implement world wide

New Voice Com System March 14 Yes

Maximum configuration: 3 + 2 helicopter Yes

The capacity baseline of 63 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 57 (peak 1 hour) and 52 (peak 3 hour).

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Peak Day Traffic 806 805 831 880 900

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 0 100 200 300 400 500 600 700 800 900 1000 Enroute D e la y ( m inutes per fli g ht) IFR fl ights (D ai ly Av er age)

ENSVACC - Traffic and en-route ATFM delays

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

2015 2016 2017 2018 2019

0.11 0.13 0.12 0.11 0.11

0.11 0.13 0.13 0.11 0.11

En-route ATFM delay breakdown - Reference Values ENSVCTA

Annual Summer

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Integration Cooperative Traffic Management Airspace SNAP (Southern Norway Airspace Project) Procedures

Staffing Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers

Technical Future ATM

System Capacity Re-assessment of sector capacities with CAPAN Significant Events

Max sectors 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter

Capacity increase p.a. 10% 0% 0% 0% 0%

2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 63 63 64 64 64

Capacity Profile ‐ Shortest Routes (Open) 63 63 64 64 64

Capacity Profile ‐ Current Routes 63 63 64 64 64

Capacity Baseline 58 63 2015 ‐ 2019 Plan 69 69 69 69 69 20 30 40 50 60 70 80 Ca pa ci ty pr ofil e (mov emen ts pe r ho ur )

ENSVCTA - Reference capacity profile and alternative scenarios

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Chapter 3 - ESSIP Report recommendations

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

Reference

number Recommendation Ownership

REC-2013-1 (1)

Local Stakeholders that declared delays in implementation of FCM01 to take corrective measures to reduce the implementation delays.

DK, EE, MAS, BE, LV, MK, CZ, CY, NO, AM, PT, BA,

UA, TR, UK State feedback: A number of SLoA's are already implemented. The two remaining SLoA's (ASP06 and ASP07) will be implemented in the major upgrade of the ATC system planned for 12/2019.

REC-2013-1 (10)

Local Stakeholders that declared delays in implementation of ENV01 to take corrective measures to reduce the implementation delays.

BA (LQSA), EE (EETN), HR (LDZA), BE (EBBR), CZ (LKPR), BE (EBAW), BE (EBOS), BE (EBLG), IT (LIPZ), TR (LTBA), TR (LTAI), LU (ELLX), IT (LIRF), UK (EGPF), IT (LIMC), IT (LIML), NO (ENGM), RO (LROP) State feedback: CDA awareness campaign and controller working methods implemented to allow for CDA under specific conditions. Initial trials with reporting from airline operators are done, but monitoring is not sufficiently systematic to provide exact data on effects of CDA. Complete and systematic monitoring is planned in 2015.

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

AT, IT, PT, SK, SI, SE, NO, RS, ES,

ME, FR, MT State feedback: Due to the status of the IR, the work on data link implementation is stopped.

REC-2013-1 (12) Local Stakeholders that declared delays in _{implementation of ITY-ADQ to take corrective} measures to reduce the implementation delays.

IE, AL, AT, LT, CZ, SI, PT, NO, NL, FR,

DE, ES, UK, HU State feedback: Work is in progress to ensure the quality of aeronautical data and information with objectives planned as "Late" throughout 2015-2017.

REC-2013-1 (13) Local Stakeholders that declared delays in _{implementation of COM10 to take corrective} measures to reduce the implementation delays.

NO, HU, FR, AM, GR, EE, UA State feedback: Basic AMHS by AFTN/AMHS gateway is operational. A project will start spring 2015 to plan implementation of extended AMHS. Implementation is foreseen in 2017.

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LSSIP Year 2014 Norway 20 Released Issue Reference

number Recommendation Ownership

State feedback: This objective is partly implemented and will be fully completed in 11/2015. REC-2013-4 Ensure better planning reliability at local level. _{All States} State feedback: Avinor will put more focus on the planning and follow up of the LSSIP activities all through the year to improve the reliability.

REC-2013-5 The ANSPs should ensure synchronised system

evolution between neighbouring States. All ECAC ANSPs State feedback: Establishment of the SESAR Deployment Manager will improve the

synchronised system evolution between neighbouring states. REC-2013-15

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

FAB ANSPs

State feedback: NEFAB will establish a business planner function that will support in coordination and developing of LSSIP activities. This will give a better coordination between NEFAB partners.

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Chapter 4 - National Projects

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

Name / Code Description - Scope Schedule Status Link with ATM

Master Plan / Other references

Expected Contribution to the Key Performance Areas *

AVINOR Air Navigation Services (NO)

ARTAS Integration (ARTAS)

The project will implement ARTAS as a Multi Sensor Tracker to provide system tracks to the ATM system.

The ARTAS is planned operational in the ATM system for Oslo ATCC from 05.2015. Stavanger and Bodø ATCC will follow later in 2015.

Necessary HMI and system changes in the ATM System (NATCON) to handle ARTAS are done and ready for FAT.

ESSIP:ITY-ACID,

ITY-SPI

OI-Steps:

-Other:

-Capacity:

-Safety: Better tracker performance will improve safety nets. Environment: -Cost-Efficiency: -Bodø Oceanic ATM System (BOAS)

The BOAS system will replace the old ATM system for the Bodø Oceanic area. Bodø Oceanic is outside scope of SES regulation but the implementation of BOAS will enable more efficient flight profiles, automated coordination with adjacent centers through OLDI, CPDLC and ADS-C.

04.2015. Original operational date in

2014 is delayed until 04.2015. Final testing is ongoing. ESSIP: -OI-Steps: -Other:

-Capacity: Improved capacity

Safety:

-Environment: Better flight efficiency through

more direct routing and more optimal cruising levels.

Cost-Efficiency:

-Ekofisk ADS-B Implementation

The project will implement ADS-B in the Ekofisk offshore sector as an enabler for controlled airspace. The ADS-B system was operational from 12.2014

The ADS-B system has been operational since 12.2014. Controlled airspace is planned in 05.2015 and depends on improved ESSIP: -OI-Steps: -Other:

-Capacity: Implementation of SUR will improve

the capacity

Safety: Implementation of SUR and upgrade to

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System (FAS) build to handle future demands. not agreed. stage and a detailed

schedule is not yet available.

OI-Steps: -Other: -Safety: -Environment: -Cost-Efficiency: -Norwegian Radar, WAM, and ADS-B Implementation Project (NORWAM)

The NORWAM Project will implement surveillance according to the Avinor Surveillance Masterplan. The project is divided into "WAM Westcoast" that will cover WAM SUR for the western part of Norway and "Nationwide WAM and ADS-B" that will cover the rest of the country.

"WAM Westcoast" will be operational from 12.2015 and "Nationwide WAM and ADS-B" will be operational from 12.2017. In addition all MSSR's will be using Mode S by 12.2018.

WAM Westcoast is under implementation.

Nationwide WAM under procurement.

ESSIP:ITY-ACID,

ITY-SPI

OI-Steps:

-Other:

-Capacity: Improved SUR coverage contributes

to reduced separation minima and improved capacity.

Safety: Improved SUR will improve safety.

Environment: Improved SUR coverage

contributes to more optimal flight profiles resulting in reduced pollution.

Cost-Efficiency: WAM and ADS-B

implementation have reduced investment and operational cost in comparison to radar.

NATCON South Consolidation and update of ATM system

platform for Southern Norway including Oslo ATCC and Stavanger ATCC. The upgrade is an enabler for implementation of Free Route Airspace.

Implementati on date 30.10.2015

The project is running as planned. ESSIP:AOM21 OI-Steps: AOM-0401, AOM-0402 Other: -Capacity: -Safety: -Environment: -Cost-Efficiency: -Performance Based Navigation (PBN)

Implementation of PBN and APV on Norwegian airports according to the Norwegian PBN implementation plan.

Operational before 31.12.2016

The implementation is proceeding and several airports have implemented APV. The implementation will continue until 12.2016.

ESSIP:NAV10

OI-Steps:

AOM-0602, AOM-0604

Other:

-Capacity: Increased capacity

Safety: Safety improvement due to gradual

elimination of non-precision approaches will reduce the potential for CFIT.

Environment:

-Cost-Efficiency: Reduced investment cost

AVINOR AS (NO)

ADQ-implementation program (ADQ)

The project will implement commission Regulation 73/2010, laying down

requirements on the quality of

aeronautical data and aeronautical

Implementati on planned 07.2017

Implementing ADQ-compliant AIM-system. Analysing data and data originator systems within Avinor. ESSIP:ITY-ADQ OI-Steps: IS-0202, IS-0204 Other: -Capacity: -Safety: -Environment:

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

information throughout Avinor's organization. Both for Avinor's aerodromes with regards to data origination, and for Avinor as ANSP with regards to AIM. Cost-Efficiency: -Electronic Terrain and Obstacle Data (eTod)

Implement terrain and obstacle requirements in ICAO annex 15, based on recommendations from Tod WG.

Implementati on planned 05.2018

Participate in eTOD WG. Analysing Tod requirements compared to ADQ-requirements. ESSIP:INF07 OI-Steps: -Other: -Capacity: -Safety: -Environment: -Cost-Efficiency:

(36)

-LSSIP Year 2014 Norway 24 Released Issue

Chapter 5 - Regional Co-ordination

5.1 FAB

Co-ordination

North

European

Functional

Airspace

Block

‐

NEFAB

NEFAB is a functional airspace block created by Estonia, Finland, Latvia and Norway. NEFAB ANSPs has established a programme with a programme management office (PMO) with the objective of managing projects and initiatives among the ANSPs in the cooperation.

The NEFAB Programme develops and maintains regularly 5 year business plans, and on that basis develops the annual business plans for use by NEFAB ANSPs in order to follow up NEFAB Programme projects and activities. The latest 5 year business plan is covering the period 2015 – 2019 with annual plan for 2015. The 5 year business plan describes the strategies for the period with key performance areas and strategic objectives. The annual plan transforms these strategies into concrete activities planned for each year with defined deliverables and milestones. In April 2013 two key projects, Airspace 2015 and ATS Provision 2015, delivered the NEFAB Network Plan based on NEFAB Target Concept 2015. The Target Concept shall be implemented on 12 November 2015. The NEFAB Network Plan describes the operational requirements for the establishment of the airspace concept including free route airspace and service provision within NEFAB.

NEFAB is closely cooperating with DK SE FAB with an agreed concept to implement a continuous FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). Implementation of the NEFRA programme is planned simultaneously with NEFAB Target Concept.

2015 will be start of new project activities to develop the future airspace concept in NEFAB beyond 2020. This includes multifab FRA covering 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB), a joint initiative by the ANSPs in the Borealis alliance.

The individual ANSP´s in the FAB-cooperation will implement the required operational changes and technical support to enable the concept described in the NEFAB Target Concept.

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5.2 FAB

Projects

The table below includes all ongoing projects with FAB partners

AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), LGS (LV)

Free Route Airspace

(FRA)

Free Route Airspace above FL95 across the FAB except Norway above FL135. Airspace scenarios and simulations are supported by EUROCONTROL.

May 2012 -Nov 2015

Active, on-time ESSIP:AOM19,

AOM21 OI-Steps: AOM-0201, AOM-0202, 0205, AOM-0401, AOM-0402, DCB-0203 Other:

-Capacity: Present or additional capacity

Safety: Present or improved safety

Environment:

-Cost-Efficiency: More cost-efficiency with less pollution

5.3 Regional

cooperation

5.3.1 Regional Cooperation Initiatives

Noracon

NORACON, the NORth European and Austrian CONsortium, consists of nine members. Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark).

The purpose of NORACONs membership in the SESAR Joint Undertaking is to ensure impact from the partners in the development of the future European ATM business.

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The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. On the same day the former co-operation agreement known as NEAP (North European ANS Providers) was formally ended.

The objective of the alliance is to enable joint initiatives to improve flight efficiency and reduce environmental impact, delivered across the whole area in a move which will also streamline cost of services and operational/technical infrastructure.

Borealis intends to deliver value through business co-operation between the Members, as well to be collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint business plan.

The Agreement does not commit the Members to work towards creating a single combined FAB between their respective States sometime in the future, but it does not preclude such an outcome either.

Regulatory Co-operation

During the establishment of NEFAB there has been close cooperation between the 4 NEFAB NSAs, and this cooperation is now formalised by the NEFAB NSA Committee. There is also established cooperation between the other Nordic NSAs, by the 7-State NSA Cooperation. Meetings between the 4 NEFAB NSAs and representatives from NSA Iceland, Sweden and Denmark have been held, and cooperation is established on areas of common interest.

This cooperation will be continued.

Civil-Military Co-ordination

NEFAB has established the Civil-Military Committee (CMC) that consists of representatives from CAA and MAA. The function of the committee is to:

 define areas of cooperation between the Contracting States within the scope of the NEFAB Agreement as regards military aviation;

 enhance the use of airspace in NEFAB, taking account of military aviation needs, including military mission effectiveness;

 provide for efficient and consistent application of the concept of ‘flexible use of airspace’ by the Contracting States;

 provide for the development of arrangements for military training activities regardless of existing boundaries;

Several meetings have taken place, the committee has through 2014 been chaired by MAA Finland and the co-operation has been fruitful.

Military-military Co-ordination

The Strategic Nordic Military ATM Board (SNAB) is established to elaborate, co-ordinate and promulgate the Nordic Military view on ATM matters. It will consider strategic objectives and focus on Nordic issues in relation to pan-European ATM initiatives including security aspects.

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The SNAB is composed of senior military officers of the Nordic nations exercising responsibilities as national heads of the Military Air Traffic Management (or its equivalent).

The SNAB will not take decisions as it is a forum for co-ordination of issues. The SNAB may forward recommendations to the nations for staffing and final approval at national level.

5.3.2 Regional Projects

There is a close cooperation with LFV and Naviair in DK/SE-FAB concerning airspace development. In this cooperation the implementation of a seamless Free Route Airspace above FL 285 across the two FABs is prioritised in the short term with planned implementation towards the end of 2015. The activity is targeted to connect Free Route Airspace in the two FABs ensuring a continuous Free Route Airspace. The activity is organised as a project called North European Free Route Airspace – NEFRA. This project is not aimed at airspace developments inside the two airspace blocks.

AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), IAA (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK)

DLS/CPDLC Controller-Pilot Data Link

Communications

Q4 2015 (NEFAB)

Active, late compared to the regulation date Feb/2015

ESSIP:ITY-AGDL

OI-Steps: AUO-0301

Other:

-Capacity: increased capacity

Safety: Increased safety

Environment:

-Cost-Efficiency: improved cost-efficiency AVINOR Air Navigation Services (NO), EANS (EE), FINAVIA (FI), LFV (SE), LGS (LV), Naviair (DK)

NEFRA (North European FRA)

Free Route Airspace above FL 285 across the two FABs. Airspace scenarios and simulations are supported by Eurocontrol.

May 2012 -Nov 2015

Active, on-time ESSIP:AOM19,

AOM21 OI-Steps: AOM-0201, AOM-0202, 0205, AOM-0401, AOM-0402, DCB-0203

Capacity: Present or additional capacity

Safety: Present of improved safety

Environment:

-Cost-Efficiency: More cost-efficiency with less pollution.

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Chapter 6 - ESSIP Objective Implementation

Conventions

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

o one colour code is used to show the Objective Scope in the Objective ID cell, and o another colour code is used to show the Objective Progress in the State and for each

national stakeholder.

Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs) Obj. Progress (**)

State’s high level progress statement State Impl. Date

REG

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

APO. Progress (**)

APO Impl. Date

ASP

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

ASP. Progress (**)

ASP Impl. Date

MIL

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

MIL. Progress (**)

MIL Impl. Date

APO

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

APO. Progress (**)

APO Impl. Date

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

ECAC Completed No Plan

EU+ Partly Completed Not Applicable Multi-N Planned Missing Data

(41)

6.1

ESSIP Objectives Implementation progress

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic

(GAT) handling

Timescales:

Initial operational capability: 01/01/2012

Full operational capability: 31/12/2018

[IDP]

Planned

Revision of national regulation combined with implementation of ANSP procedures and training shall

ensure a timely implementation 31/12/2015

REG (By:12/2018)

CAA has started the process to complete the REG‐ SloAs independent of

the progression of EUROAT, and will revise national regulation

Planned

31/03/2015

ASP

(By:12/2018)

Implement CAA regulation in local operational procedures and train staff

in new procedures.

Planned

31/12/2015

MIL

(By:12/2018)

MAA will together with CAA and Avinor assess the different

harmonisation documents

Planned

31/12/2015

AOM19

Implement Advanced Airspace Management

Timescales:

[IDP]

Planned

Some actions leading to the implementation are already completed, and some are planned. Joint

implementation planning taking part in the NEFAB project streams. 31/12/2015

ASP

(By:12/2016)

Some actions leading to the implementation are already completed, and

some are planned. Joint implementation planning taking part in the

NEFAB project streams.

Free Route Airspace / NEFRA (North European FRA) Planned 31/12/2015 AOM21

Implementation of Free Route Airspace

Timescales:

[IDP]

Planned

Cooperation on FAB level to ensure implementation in accordance with plan 30/11/2015

ASP

(By:12/2017)

FRA implementation is planned in cooperation with partners in NEFAB

and DK/SE‐FAB

Free Route Airspace / NATCON South / NEFRA (North European FRA) Planned 30/11/2015 AOP03

Improve runway safety by preventing runway incursions

Timescales:

[IDP]

Completed

Objective completed for all Avinor airports. Implementation in military airports with GAT has started 31/12/2013

REG

(By:12/2013) ‐

Completed ‐

ASP

The measures from the European action plan have been implemented in

Avinor. There is a continuous focus on runway safety through follow‐up of

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LSSIP Year 2014 Norway 30 Released Issue AOP04.1

Implement Advanced Surface Movement Guidance and Control

System (A‐SMGCS) Level1

Timescales:

Completed

ENGM - Oslo - Gardermoen

Completed with final approval during 2012. 30/06/2012

REG

(By:12/2010)

An A‐SMGCS system has been approved. There is currently no plan to

implement specific A‐SMGCS level 1 procedures in state regulations.

Completed

31/12/2013

ASP

(By:12/2011)

ANSP action followed Airport Operator deployment of equipment and

procedures. Final operational approval achieved from regulator during

2012. Completed 30/04/2012 APO (By:12/2010)

Technical equipment available and procedures and training implemented,

included training actions for the ANS provider. Final approval completed

during 2012. Completed 30/04/2012 AOP04.2

Implement Advanced Surface Movement Guidance and Control

System (A‐SMGCS) Level 2

Timescales:

Completed

ENGM - Oslo - Gardermoen

System enablers, procedures and training delivered and A‐SMGCS level 2 is implemented. 31/12/2014

ASP

(By:12/2017)

Procedure development and training of staff will follow overall airport

operator implementation plan.

Completed

31/08/2012

APO

(By:12/2017)

Operational implementation of alarm functions, operational procedures

for level 2 and training programme is completed.

Completed

30/09/2012

AOP05

Implement Airport Collaborative Decision Making (CDM)

Timescales:

[IDP]

Partly Completed ENGM - Oslo - Gardermoen

Implementation of Airport CDM is planned for 01/2014. Full set of procedures for adverse conditions

planned by 12/2015 31/12/2015

ASP

(By:01/2016) ANSP following airport operator plan for CDM‐implementation

Partly

Completed

31/12/2015

APO

(By:01/2016)

Overall implementation of Airport CDM planned for 01/2014. Specific

procedures for adverse conditions planned by 12/2015. De‐iceing is

included in variable taxi times from 12/2013.

Partly Completed 31/12/2015 ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert

(STCA) ‐ level 2

Timescales:

Completed

STCA level 2 was implemented in Oslo ATCC in 10/2009 and Bodø and Stavanger upgraded during 2012. 31/12/2012

ASP

(By:01/2013)

Enhanced STCA was implemented in Oslo ATCC 10/2009

Bodø and Stavanber ATCC was upgraded during 2012.

Completed

31/12/2012

Local Single Sky ImPlementation (LSSIP) NORWAY

DOCUMENT IDENTIFICATION SHEET

LSSIP for Norway

LINKS TO REFERENCE DOCUMENTS

APPROVAL SHEET

TABLE OF CONTENTS

Executive Summary

National ATM Context

Traffic and Capacity

ESSIP Objective Implementation

LSSIP 2014 - Norway

*

FOC Date

█

Planned implementation date

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

LSSIP 2014 - Norway

*

FOC Date

█

Planned implementation date

*

*

*

*

*

*

*

*

*

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*

*

*

*

*

Introduction

Chapter 1 - National ATM Environment

1.1 Geographical

Scope

1.2 National

Stakeholders

Chapter 2 - Traffic and Capacity

2.1 Evolution of traffic in Norway

2.2 NORWAY ACC SG NORTH

2.3 NORWAY ACC SG EAST

2.4 NORWAY ACC SG WEST

Chapter 3 - ESSIP Report recommendations

Chapter 4 - National Projects

Chapter 5 - Regional Co-ordination

5.1 FAB

Co-ordination

North

European

Functional

Airspace

Block

‐

NEFAB

5.2 FAB

_*

_*

_*

_*

_*

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