European Network Operations Plan 2016-2019/20

EUROCONTROL

Network Managernominated by the European Commission

Edition June 2016

European Network Operations Plan 2016-2019/20

Approved by theNetwork Management Board

28 June 2016

EUROPEAN NETWORK OPERATIONS PLAN 2016-2019/20

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DOCUMENT CHARACTERISTICS

TITLE

European Network Operations Plan 2016-2019/20

Publications Reference:

Document Identifier Edition Number: 1.1

Edition Date: June 2016

Abstract The Network Operations Plan 2016-2019/20 provides a short to medium-term outlook of how the ATM Network will operate, including expected performance at network and local level. It gives details of capacity and flight efficiency enhancement measures planned at network level and by each Area Control Centre (ACC), as well as a description of the airport performance assessment and improvement measures that are planned at those airports that generate a high level of delay. The NOP describes the operational actions to be taken by the Network Manager and other stakeholders, needed to respond to the performance targets set by the Performance Framework of the Single European Sky (SESII) package. The NOP also provides both a qualitative and quantitative assessment of the impact of these actions on the performance of the European ATM network.

Keywords

Capacity Flight Efficiency Performance Traffic Flow/Traffic Demand

Contact Person(s) Tel Division

Razvan Bucuroiu + 32 2 729 36 48 NMD / NOM / OPL

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via

Working Draft

General Public Intranet

Draft Operational Stakeholders Extranet

Proposed Issue Restricted Audience Internet (www.eurocontrol.int)

Released Issue

Printed and electronic copies of the document can be obtained from the Publications Infocentre (see page iv)


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DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document.

EDITION

NUMBER

EDITION

DATE REASON FOR CHANGE

PAGES

AFFECTED

0.1 18/01/2016 First working draft All

0.2 27/01/2016 Second working draft All

0.3 03/02/2016 Proposed issue

Approved by NETOPS/NDOP All

0.4 24/03/2016

Proposed issue

Updates following EUROCONTROL Seven

Year Forecast – February 2016

All

0.5 17/05/2016 Proposed issue to NETOPS/15 and NDOP/14

following updates received after NMB/15 All

1.0 06/06/2016 Proposed June 2016 Edition for NMB/16 All

1.1 28/06/2016 Approved by NMB/16 on 28 June 2016 All

Publications EUROCONTROL Headquarters

96 Rue de la Fusée B-1130 BRUSSELS

Tel: +32 (0)2 729 1152 Fax: +32 (0)2 729 5149

E-mail: [email protected]

mailto:[email protected]


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CHECKLIST

Page Date Page Date

Chapter 1 Chapter 6

1.1 28/06/2016 6.1 28/06/2016

1.2 28/06/2016

6.2 28/06/2016

1.3 28/06/2016

6.3 28/06/2016

Chapter 2 6.4 28/06/2016

2.1 28/06/2016

6.5 28/06/2016

2.2 28/06/2016

6.6 28/06/2016

2.3 28/06/2016

Chapter 7

2.4 28/06/2016

7.1 28/06/2016

2.5 28/06/2016

7.2 28/06/2016

2.6 28/06/2016

7.3 28/06/2016

2.7 28/06/2016

Chapter 8

Chapter 3 8.1 28/06/2016

3.1 28/06/2016

Chapter 9

3.2 28/06/2016

9.1 28/06/2016

3.3 28/06/2016

9.2 28/06/2016

Chapter 4 Chapter 10

4.1 28/06/2016

10.1 28/06/2016

4.2 28/06/2016

10.2 28/06/2016

4.3 28/06/2016

10.3 28/06/2016

4.4 28/06/2016

Chapter 11

4.5 28/06/2016

11.1 28/06/2016

Chapter 5

5.1 28/06/2016

Annex 1 28/06/2016

5.2 28/06/2016

Annex 2 28/06/2016

5.3 28/06/2016

Annex 3 28/06/2016

5.4 28/06/2016

Annex 4 28/06/2016

5.5 28/06/2016

Annex 5 28/06/2016

5.6 28/06/2016

Annex 6 28/06/2016

5.7 28/06/2016

Annex 7 28/06/2016

5.8 28/06/2016

5.9 28/06/2016

5.10 28/06/2016

5.11 28/06/2016


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CONTENTS

1. Introduction .......................................................................................................................................... 7 1.1. Scope of the five-year Network Operations Plan ............................................................................ 7 1.2. Geographical Area covered by NOP 2016-2019/20 ........................................................................ 8 1.3. Preparation of the Plan ................................................................................................................... 8

2. Description of the Network Operations Plan, Operational Targets & Objectives ....................... 10 2.1. Strategic Objectives ...................................................................................................................... 10 2.2. A Collaborative Process ................................................................................................................ 11 2.3. EU Performance Targets Application ............................................................................................ 11 2.4. Priorities and Resources ............................................................................................................... 11 2.5. Impact on ATM and Other Areas .................................................................................................. 12 2.6. Strategic Evolution of the NOP ..................................................................................................... 12 2.7. Preparations for RP2 .................................................................................................................... 12

3. Overall Network Operations Planning Processes .......................................................................... 15 3.1. Strategic Planning Processes Description .................................................................................... 15 3.1.1 Network Planning Processes ........................................................................................................ 15 3.1.2 En-Route Planning Processes ...................................................................................................... 15 3.1.3 Airport Planning Processes ........................................................................................................... 16 3.1.4 Flight Planning Processes ............................................................................................................ 17 3.1.5 Airspace Structure Developments................................................................................................. 17 3.2. ATFCM Phases and Processes .................................................................................................... 17 3.3. Description of Data and Tools Used ............................................................................................. 18 3.3.1 Demand Forecasting ..................................................................................................................... 18 3.3.2 Demand Data Repository (DDR)................................................................................................... 22 3.3.3 EUROCONTROL Capacity Analyser (CAPAN) ............................................................................ 23 3.3.4 Network Strategic Tool (NEST) ..................................................................................................... 23 3.3.5 PIATA+: Airport Performance Indicator Analysis Tool ................................................................. 24 3.3.6 PREDICT ...................................................................................................................................... 25 3.3.7 ATFCM Simulations and SIMEX ................................................................................................... 25 3.3.8 Network Events Tool (NET) .......................................................................................................... 25 3.3.9 Pre-Validation of Airspace Changes ............................................................................................. 27 3.3.10 Airspace Data Contribution to ATFCM Processes ........................................................................ 28

4. Overall Context and Operational Requirements ............................................................................ 29 4.1. Summary description of 2015 network performance ..................................................................... 29 4.2. Challenges and Opportunities ....................................................................................................... 30 4.3. Network Traffic Forecast ............................................................................................................... 31 4.3.1 Medium Term Traffic Forecast ...................................................................................................... 31 4.3.2 ANSP, FAB and ACC Forecast ..................................................................................................... 34 4.3.3 Main Airports Forecast .................................................................................................................. 34 4.3.4 Analysis of the Traffic Forecast ..................................................................................................... 35 4.3.4.1 Impact of Traffic Distribution ......................................................................................................... 38 4.3.4.2 Effect of Traffic Distribution via Shortest Available Routes ........................................................... 38 4.3.5 Analysis of Special Events and Major Projects Impact ................................................................. 39 4.4. Network Operational Performance Requirements ........................................................................ 41 4.4.1 Overall Network Capacity Requirements ...................................................................................... 41 4.4.2 Network Performance Plan ........................................................................................................... 41 4.4.3 EU Target Delay Reference Values .............................................................................................. 43 4.4.4 ACC Capacity Requirements ........................................................................................................ 45 4.4.5 Airport Capacity and Performance Requirements ......................................................................... 48 4.4.6 Environment / Flight Efficiency Requirements .............................................................................. 49 4.4.7 Safety Requirements .................................................................................................................... 51 4.4.8 Contingency Requirements ........................................................................................................... 51


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4.4.8.1 Network Crisis ............................................................................................................................... 52 4.4.8.2 ACC Contingency Plans ............................................................................................................... 52 4.4.8.3 Network ATFM Operations Contingency ....................................................................................... 52 4.5. Operational Needs As Expressed by Different Stakeholders Including Military ............................ 52

5. Network Operational Performance Plans and Actions at Network Level .................................... 53 5.1. Implementation of the Network Strategy Plan ............................................................................... 53 5.2. Network Evolutions Roadmap ....................................................................................................... 55 5.3. Network Operational Requirements Roadmap ............................................................................. 82 5.4. Network Technical Evolutions Roadmap ...................................................................................... 94 5.5. Network Strategic Projects .......................................................................................................... 108 5.5.1 Free Route Airspace (enabler for SO3) ...................................................................................... 108 5.5.2 Airspace Management and Advanced FUA (enabler for SO3) ................................................... 111 5.5.3 Airport and TMA Network Integration (enabler for SO6) ............................................................. 114 5.5.4 Cooperative Traffic Management (enabler for SO5 and SO6) .................................................... 117 5.5.5 Flight Plan and Flight Data Evolutions (enabler for SO5) ............................................................ 120 5.5.6 European ATM Information Management System (EAIMS) (enabler for SO2) ........................... 124 5.5.7 NM Ops service platform (n-CONECT) (enabler for SO2, SO4 and SO5) .................................. 129 5.5.8 Network Business Intelligence (enabler for SO2)........................................................................ 133 5.5.9 Sustainable Network CNS Infrastructure (enabler for SO8) ........................................................ 136 5.6. Airspace Structure Optimisation ................................................................................................. 139 5.6.1 En-route Airspace Enhancements .............................................................................................. 140 5.6.2 Integration of Terminal Control Areas (TMA) into the overall network......................................... 141 5.6.3 Further developments ................................................................................................................. 142 5.6.4 Enhancing the utilisation of airspace improvements ................................................................... 142 5.6.5 Benefits ....................................................................................................................................... 144 5.7. Airspace Utilisation and Route Network Availability Improvements ............................................ 145 5.7.1 Further Improvements of Airspace Utilisation ............................................................................. 145 5.7.2 ASM Rolling Process and ASM Solutions ................................................................................... 145 5.8. Enhanced Network Procedures and Processes .......................................................................... 146 5.8.1 Enhanced Network Disruption and recovery Procedures ............................................................ 146 5.8.2 Delay sharing: Adjusted Delay Attribution ................................................................................... 146 5.8.3 Driving Down Delay .................................................................................................................... 146 5.8.3.1 Mandatory Cherry Picking (Network Tactical Capacity Management) ........................................ 147 5.8.3.2 Short Notice Scenarios ............................................................................................................... 147 5.8.3.3 Dynamic Delay Mitigation ........................................................................................................... 147 5.8.3.4 Keystone Regulation ................................................................................................................... 147 5.8.3.5 Weather Delay Mitigation - Network Resilience Tool .................................................................. 147 5.8.4 ATFCM Procedures .................................................................................................................... 148 5.8.5 Flight Level Adherence ............................................................................................................... 148 5.8.6 Improvement of Performance Awareness ................................................................................... 148 5.8.7 Flight Efficiency ........................................................................................................................... 149 5.9. Scarce resources ........................................................................................................................ 150 5.9.1 The European Frequencies situation .......................................................................................... 150 5.9.1.1 Planned RFF Activities for 2015 and 2016 .................................................................................. 157 5.9.1.2 The RFF Frequency Plan ............................................................................................................ 158 5.9.1.3 8.33 Voice Channel Spacing (below FL195) Support to Implementation Project (enabler to SO8) .................................................................................................................................................... 158 5.9.1.4 RFF Automation .......................................................................................................................... 160 5.9.2 Transponder code allocation coordination .................................................................................. 160 5.9.2.1 Transponder Code Function ....................................................................................................... 160 5.9.2.2 The European transponder code usage situation ....................................................................... 160 5.9.2.3 Transponder Code Function main tasks ..................................................................................... 162


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5.9.2.4 Transponder Code Function 2016 Planned Activities ................................................................. 162 5.10. Safety Performance Enhancement ............................................................................................. 166 5.10.1 Support to Network Safety .......................................................................................................... 166 5.10.2 Runway Safety (R-SAF) .............................................................................................................. 168 5.11. Pan European Capacity Enhancement Plans ............................................................................. 169 5.11.1 CPDLC Services ......................................................................................................................... 169 5.11.2 Surveillance Modernisation Support ........................................................................................... 171 5.11.3 Safety Nets ................................................................................................................................. 173

6. Operational Performance Enhancement Plans and Actions at Local Level ............................. 174 6.1. ACC Capacity Enhancement Measures ...................................................................................... 174 6.2. Airport Performance Enhancement and network integration ....................................................... 178 6.2.1 Airport Performance from a network perspective ........................................................................ 178

6.2.2 Network Manager Enhancement Plans and Actions at Individual Airports .................................. 178

6.2.2.1 Airport Capacity and Performance Measures (ACAP): ............................................................... 179 6.2.2.2 Airport Collaborative Decision Making (A-CDM) ......................................................................... 183 6.2.2.3 Advanced ATC Tower implementation ........................................................................................ 185 6.2.2.4 Advanced Surface Management, Guidance and Control Systems (A-SMGCS) ......................... 185 6.2.2.5 Continuous Descent Operations /Descent Operations (CCO/CDO) ........................................... 186 6.2.2.6 Pre-tactical and tactical Airports Information Exchange .............................................................. 186 6.2.2.7 Airports strategic information provision ....................................................................................... 187 6.2.2.8 Wake RECAT Solutions .............................................................................................................. 188 6.2.2.9 Time Based Separations for Arrivals (TBS) ................................................................................ 189 6.2.2.10 Towards APOC and AOP-NOP Exchange .................................................................................. 190 6.2.3 Network Management Priorities and Plans for Individual Airports .............................................. 191 6.3. FAB integration into the Network planning process .................................................................... 199 6.3.1 Links between FAB Plans and the Network Strategy Plan .......................................................... 200 6.4. Safety .......................................................................................................................................... 203 6.5. Relationship with ‘Third Countries’ .............................................................................................. 203 6.6. Relationship with ICAO ............................................................................................................... 204

7. Special Events ................................................................................................................................. 205 7.1. Overview of Special Events with significant ATM impact ............................................................ 205 7.2. Individual Special Events and their handling from a network perspective ................................... 206 7.3. Major Military Exercises .............................................................................................................. 210

8. Military Airspace Requirements ..................................................................................................... 212 8.1. Airspace Availability .................................................................................................................... 213 8.1.1 Strategic Activities....................................................................................................................... 213 8.1.2 Pre-tactical and Tactical Activities............................................................................................... 214

9. Forecast of Network Operational Performance ............................................................................ 216 10. Bottleneck Areas and Mitigation Solutions .................................................................................. 226 11. Conclusion ....................................................................................................................................... 232 ANNEX 1 – ACC Capacity Requirement Profiles ............................................................................... 233 ANNEX 2 – Traffic Forecast per ACC.................................................................................................. 243 ANNEX 3 – European Route Network Development ......................................................................... 248 ANNEX 4 – ATS System Changes, Special Events and Major Projects .......................................... 252 ANNEX 5 – ACC TRAFFIC FORECAST & CAPACITY PLANS .......................................................... 258 ANNEX 6 – AIRPORTS ......................................................................................................................... 390 ANNEX 7 – SSR CODE ALLOCATION LIST ........................................................................................ 614


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1. Introduction

1.1. Scope of the five-year Network Operations Plan

This document addresses the requirements set forth in the EC Regulation No 677/2011 of 7 July 2011 on the Implementation of the ATM Network Functions amended by the Commission Implementing Regulation (EU) No 970/2014 of 12 September 2014, and supplemented by the requirements set forth in the EC Regulation 390/2013 of 3 May 2013, laying down a performance scheme for air navigation services and network functions. The regulation establishes several ATM network functions to be performed by a Network Manager; EUROCONTROL has been nominated as the Network Manager entrusted to perform these network functions.

The EC Regulation No 677/2011 lists in Chapter II Article 4 paragraph 1b one of the tasks of the Network Manager: detail the network Strategic Plan through a Network Operations Plan, as further specified in Article 6, addressing in particular European Union-wide performance targets covering 3 to 5 year, annual, seasonal, weekly and daily periods.

The EC Regulation No 677/2011 also provides in Chapter II Article 6 the high level requirements for the Network Operations Plan and in the Annex V the template for the Network Operations Plan.

The Network Operations Plan, hereinafter referred to as the NOP or the Plan, has been developed in the context of the Network Management Functions, by the areas concerned with European ATM Network Operations Planning and Management. This Plan covers the activities planned and required to enhance European network operational performance over the period 2016-2019/20, and will be updated on a yearly basis or as deemed necessary. The Network Operations Plan implements, at operational level, the Network Strategy Plan and the Network Performance Plan.

The Network Operations Plan 2016-2019/20 includes also the main projects resulting from Functional Airspace Blocks (FAB) developments.

This document provides a short to medium-term outlook of how the ATM Network will operate, including expected performance at network and local level. It gives details of capacity and flight efficiency enhancement measures planned at network level and by each Area Control Centre (ACC), as well as a description of the airport performance assessment and improvement measures that are planned at those airports that generate a relatively high level of delay.

Overall, the Network Operations Plan 2016-2019/20 addresses the operational performance indicators and targets resulting from the application of the EC Regulation (EU) No 390/2013 laying down a performance scheme for air navigation services and network functions. The Plan describes the operational actions to be taken by the Network Manager and other stakeholders, needed to respond to the performance targets set for the second Reference Period (RP2) from Regulation (EC) No 390/2013 and the European Commission Implementing Decision of 4 February 2014. The NOP also provides both a qualitative and quantitative assessment of the impact of these actions on the performance of the European ATM network.

As a requirement of the Network Functions Implementing Regulation (Article 6 and Annex V), the development of the NOP, together with the implementation of cooperative decision making processes and improved information management will

http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2011:185:0001:01:EN:HTML


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ensure better use of the capacity available on the Network and improved management of both planned and unplanned events and constraints.

With the overall aim of implementing the Network Strategy Plan, the scope of the NOP refers to the following main subjects:

o Airspace structure enhancement

o ACC capacity enhancement

o Air Traffic Flow and Capacity Management

o Airport efficiency enhancement and network integration.

The following topics are also within the scope of the NOP:

o Safety aspects and requirements

o Military aspects and requirements

o Management of scarce resources.

This Network Operations Plan addresses a period of 5 years (2016-2019/20) in order to provide data required for the SES Performance Scheme Reference Period 2 (RP2). Following the agreed CDM process, the Plan is approved by the Network Management Board.

The seasonal part of the Network Operations Plan is extracted from this NOP and is electronically hosted on the Network Operations Portal of the Network Manager. A seasonal part of the Network Operations Plan is also developed every year to address the Transition Plan for Major Projects in Europe.

Equally, the weekly and daily Network Operations Plans are electronically hosted on the Network Operations Portal of the Network Manager.

1.2. Geographical Area covered by NOP 2016-2019/20

The Network Operations Plan covers the following geographical area:

EU member States (Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, United Kingdom, plus Norway and Switzerland)

EUROCONTROL member States, including those that are not EU members (Albania, Armenia, Azerbaijan, Bosnia & Herzegovina, FYROM, Georgia, Moldova, Montenegro, Serbia, Turkey, Ukraine).

In addition, the European Route Network Improvement Plan ensures full coherency of the airspace structure at the interface areas, covering many of the States that have an interface with those mentioned above. These include Belarus, Egypt, Iceland, Jordan, Kazakhstan, Lebanon, Morocco, and Russian Federation.

1.3. Preparation of the Plan

The preparation of the Network Operations Plan 2016-2019/20 was done in the framework of the Cooperative Decision Making (CDM) Processes of the Network Manager, as endorsed by the Network Management Board following the positive opinion of the Single Sky Committee.


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The States, Air Navigation Service Providers (ANSPs), airports and aircraft operators work together with the Network Manager to optimise the ATM network and how it is used, addressing the en-route ATM capacity gap and supporting an interactive approach for the development of robust local capacity plans.

Integration of airports into the Network Operations Plan, including capacity figures for airports, current and future, are a vital input into the planning process needed to ensure there is sufficient en-route capacity available in the correct locations.

This is a rolling process, through continuous assessment of performance and identification of improvement and/or mitigation actions. At the end of each summer season, the Network Manager, in consultation with ANSPs, airports and the airspace users, carries out an assessment of Network performance, including identification of bottlenecks and constraints.

Coordination throughout the year is made in the framework of the normal working arrangements, from the high level Network Management Board (NMB) and the Network Directors of Operations (NDOP) meetings, through to the arrangements for Capacity Planning, Route Network Development, Airspace Management, ATM Procedures, Airport Operations, Safety Management and Air Traffic Flow and Capacity Management that are established within the Network Manager.

Additional continuous coordination takes place between the Network Manager, the Functional Airspace Blocks (FAB) and individual ANSPs or Airports, to ensure the proper planning and management of local issues that could impact network performance.

The validation of the local information included in this Network Operations Plan has been made individually and collectively through the cooperative decision making processes with all the operational stakeholders.

The validation of the network information, including the performance forecasts has been made through the network data and tools that the Network Manager is using for its operational planning processes.


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2. Description of the Network Operations Plan, Operational Targets & Objectives

The European ATM Network Operations Plan represents a view, at any moment in time, of the expected demand on the ATM Network at a particular time in the future and the resources available across the network, together with a set of agreed actions to accommodate this demand, to mitigate known constraints and to optimise ATM Network performance. It is a tool used to implement the Network Strategy Plan (NSP).

The time-frame of the Network Operations Plan is medium to short-term, moving into pre-tactical planning. However, this document is strategically focussed, listing the medium to short-term activities that contribute to the safe provision of additional capacity and improved flight efficiency at European ATM network level.

2.1. Strategic Objectives

The Plan responds to the following Strategic Objectives of the NSP approved by European Commission (EC) Decision No 4660 of 22 July 2014.

Strategic Objective 1 (SO1) : Manage performance through ‘Network-minded’ Decision Making

Strategic Objective 2 (SO2) : Deploy interoperable and effective information management systems Network Strategic Projects: EAIMS / Pre-Departure static and dynamic data: NM Ops service platform; Network Business Intelligence; IT Infrastructure Efficiency

Strategic Objective 3 (SO3) : Implement a seamless and flexible airspace enabling Free Routes Network Strategic Projects: Free Route Airspace; Airspace Management & Advanced FUA

Strategic Objective 4 (SO4) : Plan optimum Capacity and Flight Efficiency Network Strategic Projects: NM support to Flight Efficiency; NM Ops service platform

Strategic Objective 5 (SO5) : Facilitate business trajectories and Cooperative Traffic Management Network Strategic Projects: Initial Trajectory information sharing; Cooperative Traffic Management; NM Ops Service Platform

Strategic Objective 6 (SO6) : Fully integrate Airport and Network operations Network Strategic Projects: Airport & TMA Network integration; Cooperative Traffic Management (including Extended AMAN); Flight Plan and airport slot alignment

Strategic Objective 7 (SO7) : Ensure network safety, security and robustness Network Strategic Projects: NM support to Network Safety

Strategic Objective 8 (SO8) : Optimise CNS resources allocation and costs Network Strategic Projects: NM support to CNS Infrastructure Optimisation; PENS

Strategic Objective 9 (SO9) : Develop the network human capital and improve its performance

Strategic Objective 10 (SO10) : Prepare for RP3 and beyond


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2.2. A Collaborative Process

The Plan has been developed through the formal Cooperative Decision Making Process established between the Network Manager and its operational stakeholders. It is a consolidation of all network and local capacity plans to provide an outlook of the expected network performance for the period 2016-2019/20 by comparing the expected benefit from planned capacity enhancement initiatives with the requirements at network, Functional Airspace Block (FAB) and local level, as determined by the Single European Sky Performance Framework. The objectives of the NOP are:

o To ensure coordinated planning, execution, assessment and reporting of all measures agreed at operational level

o To be used as a tool in the execution of the network management functions, under the governance of the Network Management Board and the Network Directors of Operations

o To assist Network Manager stakeholders, mainly ANSPs, in carrying out agreed activities towards enhancing and/or optimising performance

o To provide references for the monitoring and reporting as a part of Network Management activities

o To ensure formal commitment of all operational stakeholders towards the implementation of the agreed measures.

The document identifies potential bottlenecks and gives early indications to the European Commission, Network Manager, States, ANSPs, Airports and Aircraft Operators for the need to plan better use of existing resources or, if required, to plan for additional resources, on network interactions and on the need to implement improvements coordinated at Network level.

2.3. EU Performance Targets Application

The operational targets and objectives will be applied from the strategic phase through to the tactical phase. The established capacity planning process is based on the annual performance targets set by the Single European Sky Performance Framework for 2015 to 2019 (RP2). These were translated into reference values (targets as indicated in the Annex V of the Network Management Functions IR) both annually and for the summer season at FAB, ANSP and ACC level. For 2020 only forecast values are provided as this period remains outside the RP2 timescale.

The process of cascading the yearly network performance targets for capacity and efficiency into monthly, weekly and possibly even daily targets has been established, with the objective being to produce operational daily delay performance targets for a number of critical areas (Network Operational Performance Playbook) aimed at focussing efforts on achieving overall performance targets.

2.4. Priorities and Resources

An assessment of the current plans against requirements in the medium term clearly indicate that the ANSPs need to give priority to a flexible use of resources to open optimum sector configurations, either through improved staff management and flexibility, or, in certain areas through additional ATCOs. Solutions in that respect need to be looked more and more at FAB or European level. Changes to working practices will also be required and will be possible only if difficult social issues are successfully and continuously addressed.

The Network Manager will offer direct, open and consolidated support, through a smooth partnership process from planning to operations. A consolidated approach between capacity planning, airspace improvements, integrated data and tool availability for all planning phases, enhanced ATFCM planning, planning and coordination of significant events will be ensured.


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All this requires full commitment and increased flexibility from all stakeholders – NSAs, FABs, ANSPs, Airports, airspace users and the Network Manager.

2.5. Impact on ATM and Other Areas

The ongoing evolution of the NOP will improve both the planning and management of Network Operations.

The inclusion of the strategic phase of planning into the NOP will provide all ATM stakeholders, including the Network Manager, with the timely information required to plan for the capacity needed to meet expected demand and to develop permanent solutions to close existing capacity gaps.

The improved level and quality of information regarding the capacity available at ACCs and Airports will facilitate improved flight planning by the airspace users and enhanced management of the ATM network, through the early identification of constraints and the development and implementation of mitigating measures.

For the ATM Network to operate at optimum levels, there is a need for improved flexibility, not only from the Network itself, but also from all airspace users.

2.6. Strategic Evolution of the NOP

The Network Operations Plan has evolved since it was first produced in Spring 2006. The former paper document was a short-term strategic plan, providing details of the capacity expected to be available at Network and local level (ACCs and Airports), known constraints, capacity shortfalls, and proposed mitigation measures for the coming summer and winter seasons. The information is now accessible on-line by the various users of the NOP through the NOP Portal.

This Plan looks further ahead, giving a prognosis of performance in the medium term across the European Network, including capacity and flight efficiency improvements. It also integrates all the Network Strategic Projects.

The objective is to provide all relevant information on-line, providing dynamically updated data, accessible through the different areas of the Portal, covering all phases of planning and operations: long-term (years), mid- to short-term (seasonal through to pre-tactical), execution (Day of Operations) and Post Operations analysis, allowing the various operational stakeholders to access only the data relevant to them.

2.7. Preparations for RP2

The NOP takes into consideration the key performance indicators and associated targets developed for RP2 and to meet the performance framework. The introduction of monthly, weekly and daily targets will ensure that the NOP can fully respond to the operational performance requirements. The EC Regulation 390/2013 of 3 May 2013 laying down a performance scheme for air navigation services and network functions required that Performance Plans for RP2 were produced at FAB level. In addition, it requires that, the Network Manager:

shall support FABs and their air navigation service providers in reaching their performance targets during reference periods by ensuring consistency between performance plans, the Network Strategy Plan and the Network Operations Plan.

The Performance Scheme IR also defined the principles for assessing the FAB Performance Plans and targets. FABs have been asked to provide the evidence that they will meet the performance targets. In that respect, the following assessment criteria has been defined in the IR as follows:


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ENVIRONMENT

Average horizontal en route flight efficiency of the actual trajectory:

(a) Comparison with historical performance achieved in previous years;

(b) Comparison with a reference value based on information provided by the Network Manager;

(c) Consistency with the European Route Network Improvement Plan developed by the Network Manager.

CAPACITY

En route delay level. Comparison of the expected level of en route ATFM delay used in the performance plans with:

(a) A reference value based on information from the Network Operations Plan of the Network Manager;

(b) The capacity plan established by the en route air navigation service provider(s) as reflected in the Network Operations Plan of the Network Manager.

The Performance Scheme IR requires that, for each FAB:

for reasons of transparency, the contribution of each air navigation service provider is identified and monitored at the most appropriate level, for achieving the performance targets set for the FAB in the performance plan. Contributions are provided for each year of the RP2. Performance targets in each relevant key performance area, set by reference to each key performance indicator, for the entire reference period, with annual values to be used for monitoring and incentive purposes.

The FAB Performance Plans had to be appropriately aligned with the Network Strategy Plan. The NSP Strategic Objectives and the actions supporting them had to be also reflected in an appropriate manner in each of the FAB Performance Plans. Close cooperation and synchronisation was ensured between the Network Manager and all FABs in the preparation of the FAB Performance Plans, in relation to the Network Strategy Plan, the Network Operations Plan and the European Route Network Improvement Plan – Part 2 – ARN Version. The Network Manager addressed, in a synchronised manner, the support to the development of the FAB Performance Plans and the development of the Network Operations Plan and of the European Route Network Improvement Plan. The following calendar has been followed for the preparation of the Network Operations Plan:

Capacity KPA – Development of the Network Operations Plan

Action Date Who

Distribution of Summer 2015 capacity achievements (baselines)

September 2015 NM

Proposals for dates for bi-lateral meetings between NM and critical ANSPs/FABs

September 2015 NM/ANSPs/ FABs

Distribution of 2016-2019 capacity requirement profiles and delay reference

values

End October 2015 NM/ANSPs

Bi-lateral capacity planning meetings between NM and critical ANSPs/FABs

November 2015 – mid January 2016

NM/ANSPs/ FABs


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Coordination by correspondence of the other capacity plans

November 2015 – mid January 2016

NM/ANSPs/ FABs

NOP 2016-2019/20 consolidation and approval through the CDM process

February-March 2016

NM/Ops Stakeholders

Publication of NOP 2016-2019/20 and identification of further actions required to

meet the RP2 targets

End of March 2016 NM

Further updates and synchronisation actions between NM and FABs to ensure

the achievement of RP2 targets

April-May 2016 NM/ANSPs/ FABs

Revised NOP 2016-2019/20 consolidation and approval through the CDM process

May-June 2016 NM/Ops Stakeholders

Publication of revised NOP 2016-2019/20 June 2016 NM

Environment KPA – Development of the European Route Network Improvement Plan – Part 2 – ARN Version 2016-2019/20

Action Date Who

Distribution of all known airspace design plans until 2019 to all ANSPs and FABs

October 2015 NM

Distribution of 2015-2019 environment/flight efficiency reference values per FAB (based on

the currently proposed target)

October 2015 NM

Comments and updates received from all ANSPs/FABs on the initial list of airspace

projects

December 2015

NM/ANSPs/ FABs

Preparation of the first version of the European Route Network Improvement Plan – Part 2 –

ARN Version 2016-2019/20

January 2016 NM/Ops Stakeholders

Initial performance indications per FAB based on the first version of the European Route Network Improvement Plan – Part 2 – ARN

Version 2016-2019/20

February – March 2016

NM to all ANSPs

Further updates and synchronisation actions between NM and FABs to ensure the

achievement of RP2 targets

March-April 2016

NM/ANSPs/ FABs

European Route Network Improvement Plan – Part 2 – ARN Version 2016-2019/20

consolidation and approval through the CDM process

May-June 2016 NM/Ops Stakeholders

Publication of European Route Network Improvement Plan – Part 2 – ARN Version

2016-2019/20

June 2016 NM


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3. Overall Network Operations Planning Processes

3.1. Strategic Planning Processes Description

3.1.1 Network Planning Processes The Network Manager works in partnership with all the operational stakeholders for the enhancement of European ATM network capacity at ACC and network level, through improved capacity planning processes and tools. The en-route part of the capacity planning process is a mature, rolling process, with the integration of agreed delay targets at European Network and local level. It has the full support and commitment of ANSPs, in regard to the assessment of current ACC capacity, the evaluation of future capacity requirements and the cooperative development of capacity plans. The Network Manager support to Airports for capacity planning and assessment is different compared to the ACC planning process, because of the commercial nature of Airports and the need to coordinate with all the different entities involved in Airport operations. The Network Manager focus is with those airports that have the greatest impact or have the most significant demand upon the ATM network. The Network Operations Plan ensures a full integration of the airport capacity plans with the network capacity planning process. The Network Manager distributes to all operational stakeholders the common network capacity planning and airspace design tools and data and provides support and training to ANSPs. Through these actions a collaborative, interactive capacity and airspace planning process has evolved. In addition, local traffic growth information is supplied directly by many airports, based upon their local knowledge of aircraft operator intentions. The Network Manager ensures dynamic and systematic provision of data relevant to the capacity planning and airspace design process, in a format suitable for various tools, both internal and external to the Network Manager. In addition to the planning and management of the ATM Network Operations, the Network Manager is responsible for the coordination of scarce resources, specifically frequencies and transponder codes. Processes for this area were developed according to the Network Strategy Plan and the realted Cooperative Decision Making processes.

3.1.2 En-Route Planning Processes

The Network Manager, as per the requirements of the Network Manager Function (NMF) Implementing Rule (IR), produces capacity requirement profiles for each ACC (to achieve the level of capacity required to meet the European capacity target) and provides support to ANSPs to work them into the local capacity plans. These are consolidated annually into this European ATM Network Operations Plan in a dynamic, interactive and collaborative process. Since 2013 support to the creation of FAB performance plans has also been available.

As part of the Network Manager CDM Process, the Capacity Planning Sub-Group (CPSG) of the Network Operations Team (NETOPS) is a dedicated group, made up of ANSP capacity managers and planners and is the driver for improvements to the medium term en-route capacity planning process and tools development, while agreeing the work programme for the coming years.


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The annual capacity planning process of the Network Manager, starting in summer and terminating the following spring, looks ahead over a 5 year period and is consistent with the EC Regulation 390/2013 of 3 May 2013, laying down a performance scheme for air navigation services and network functions. It comprises the following steps, based on a collaborative process with the ANSPs:

Step 1 – Evaluate performance for the summer season – Establish a capacity baseline for each ACC

Step 2 – Provide future traffic demand and distribution

Step 3 – Provide future capacity requirement profiles and delay breakdown per ACC (according to European targets)

Step 4 – Provide support to ANSPs to develop local capacity plans

Step 5 – Consolidate the capacity plans in the NOP

Step 6 – Provide a performance forecast, for the Summer season and the full year

Step 7 – Identify capacity bottlenecks and propose improvement measures and support

Step 8 – Revise capacity plans and update the performance forecast if necessary

A key step in the above process is the calculation of the five year ACC capacity requirement profiles and the corresponding delay breakdown which is achieved by simulating future scenarios based on the following inputs for an ACC:

Capacity baseline

Future traffic

Future delay targets at Network level

An iterative simulation calculates delays and increases the capacity in the different ACCs until the overall Network delay target is reached. This is done using the Model for Economical Evaluation of Capacities in the ATM system (MECA), ensuring that the iterations are optimised in order to reach the European delay target at a minimum total cost. Once the target is reached the output of the simulation provides results for the capacity requirement profiles and the corresponding delay breakdown.

ACC capacity requirements for the period 2016-2019/20 were derived according to this established cooperative and transparent process, with the full agreement of the service providers. The Network Manager provided ANSPs with a range of scenarios for future traffic demand and distribution over the route network, including the expected demand at both ACC and FAB level and where necessary at sector level.

A full description of the agreed capacity planning process is provided in the Appendix 1 to the European Network Operations Plan 2013-2015 – Edition June 2013 - Capacity Assessment and Planning Guidance.

3.1.3 Airport Planning Processes For airports, the institutional arrangements differ widely, with ownership and business models varying across the European region. Decisions on the development of airports and the creation of new runways is a local/State responsibility and many factors apart from traffic growth form part of this decision making process. The airport capacity figures (both existing and future), once confirmed, are used as essential inputs to the network capacity planning process. Airports regularly update the Network Manager on any planned initiatives or special events that may affect airport operations (capacity or efficiency). This information is used in the Network Capacity Planning process, allowing existing and future airport operations to be taken into account as the Network is developed. This also enables early identification of issues that will affect capacity, allowing strategic ATFCM measures to be planned and implemented.


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3.1.4 Flight Planning Processes To fully realise the benefits of improved integration of airspace design, airspace management, Flexible Use of Airspace (ASM/FUA) and Air Traffic Flow and Capacity Management (ATFCM), a more dynamic and flexible approach to flight planning from the airspace users is required. This would enable capacity to be used as soon as airspace becomes available, even at short notice. The Network Manager has initiated actions to enable more flexibility in flight planning, and some users have initiated improvements to their systems to allow this, but more responsiveness is required from all airspace users and flight planning service providers, together with process and system improvements in the areas of flight planning and airspace status notification. The NM flight efficiency (FE) initiative focuses on the improvement of the quality of flight planning. After the FPL is filed and accepted by IFPS, the complete FPL database is regularly being reprocessed, in order to detect potential route improvement allowing shorter routes within a certain cost efficient perspective for flight plan filer. Proposals are being made available for AOs to consult and apply if accepted.

3.1.5 Airspace Structure Developments The process related to the airspace improvements is carried out in a cooperative and coherent manner, within the framework of Route Network Development Sub-Group (RNDSG). This is the Network Manager working arrangement concerned with the development of the European Route Network Improvement Plan (ref. NMIR Article 6 paragraph 5 and Annex I). The planning process includes the area of airspace structure developments. The planning is carried out at the level of entire European airspace with the participation of adjacent non-European States. The airspace structures and route network enhancements offer alternative routings and direct route alignments, closer to the user preferred routes, ensuring coherency with local and Functional Airspace Block (FAB) developments, as well as coherency with the other parts of the ICAO European and North Atlantic Region and interfaces with other ICAO regions.

3.2. ATFCM Phases and Processes

Air Traffic Flow and Capacity Management (ATFCM) consist of 4 phases: 1. Strategic Flow Management takes place seven days or more prior to the day of operation

and includes simulation, planning and coordination activities. 2. Pre-Tactical Flow Management is applied during the six days prior to the day of operation

and consists of planning and coordination activities. This phase analyses and decides on the best way to manage the available capacity resources and on the need for the implementation of a wide range of appropriate ATFCM measures. The output is the ATFCM Daily Plan (ADP) published via ATFCM Notification Message (ANM) / Network News, and via the NOP portal

3. Tactical Flow Management is applied on the day of the operation. This phase updates the daily plan according to the actual traffic, capacity and monitoring values.

4. Post Operational Analysis is applied following the day of operation. This phase analyses the day of operation, and feeds back into the 3 previous phases.

http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2011:185:0001:01:EN:HTML


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Detailed ATFCM Procedures are published in the Network Operations Handbook and the ATFCM manuals that are available on the NOP Portal (Resources tab).

https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html

ATFCM considers continuously and pro-actively all possible ATFCM solutions through an iterative process, from the strategic planning through to the execution of operations. The anticipation of any events according to new information allows to minimise their impact on the network or to take benefit of any opportunity and fine tune the plan accordingly.

To resolve capacity shortfalls and improve the management of the network capacity whilst minimising constraints, a variety of ATFCM solutions have to be considered, as shown in the figure below.

3.3. Description of Data and Tools Used

3.3.1 Demand Forecasting

The EUROCONTROL Statistics and Forecasting (STATFOR) Unit produces 7-year forecasts (also known as Medium-Term Forecast) of annual numbers of IFR flight movements for volumes of airspace called ‘traffic zones’ or ‘States’ but also for larger aggregate regions, such as the EU States. For each traffic zone, forecasts are published for the main region-to-region flows. Traffic flows are also categorised by major flow eg internals or overflights.

The seven-year forecast uses three scenarios which differ in terms of the assumptions. The low-growth and high-growth scenarios between them capture the most-likely range of future growth in flight movements; the baseline scenario indicates a likely position within this range. These are intended to help users assess the risks related to decisions.

The review body for STATFOR is the STATFOR User Group. This has members from civil aviation authorities and air navigation service providers, and from other industry organisations. Participants are typically actively involved in statistics or forecasting.

OPTIMISE UTLISATION OF AVAILABLE

CAPACTY

UTILISE OTHER AVAILABLE CAPACITY

REGULATE THE DEMAND

CAPACITY SHORTFALLS

• Slot Allocation

• Constraining Airborne Traffic

• Sector Management

• Civil/Military Coordination

• Reduce Traffic Complexity

• Review Monitoring Value

• Holding Pattern

• Balancing Arrival/ Departure Capacity

• Rerouting

• FL Management

• Advancing Traffic

• Configuration

• No. of Sectors

• Flows

• Flights

Sector Occupancy

Cherry Picking •

•



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The STATFOR User Group meets once or twice per year. It reviews the inputs to the seven-year forecast and the resulting draft forecast. The aim of the review process is to produce a forecast which is consistent on a European level and acceptable to Member States. This does not necessarily mean the forecast is the same as that produced nationally.

The flight forecast is built up in four stages:

An Initial Annual Forecast takes into account a broad range of economic, transport and other trends.

This is combined with a Monthly Trend Forecast that is strongly influenced by analysis of recent trends, economy and plans, but only looks two calendar years ahead.

The result is constrained by Airport capacity to give an annual forecast of traffic between airport pairs.

Finally this forecast is mapped onto the airspace network to give counts of flights in the airspace of each State or region.

We describe each of these in turn in the figure below:

Method for the Initial Annual Forecast.

Initial Annual Forecast: The main scenario inputs to the Initial Annual Forecast (shown in light blue in the figure above) are:

Economic growth, summarised as GDP growth forecasts in real prices in EURO;

Recent trends in annual traffic;

Historic flight data giving the number of flights of different types between airports;

Past and future events, a percentage adjustment to movements per traffic zone, which can be used - given supporting data - to represent in the model the effects of consolidation, irregularities in the baseline, or local one-off events;

High Speed Train (HST) network, summarised as distance and changes in rail travel time on city pairs served by high-speed links, compared to the baseline year;

Low-cost market share, which will add additional flight movements, on top of economic growth to reflect new flight movements generated by low-cost airlines;

Demographics, which have only a small impact at these short and medium horizons. These data are derived from UN population forecasts;

Emissions Trading Scheme characteristics, prices of CO2 allowances, cap on historical CO2 emissions and the level of auctioning in the ETS determine the additional costs of airlines from aviation participation in the ETS. The forecast assumes that these are


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passed onto passengers and therefore reduces the passengers' demand accordingly. This component is currently deactivated in the forecast;

Aircraft size, in number of seats, used to convert from numbers of flights into a number of seats;

Load factors, used to convert from number of seats into a number of passengers, are assumed to change linearly from a current level to a future level that can vary with region and scenario.

The inputs are used to split up traffic into five segments and then to grow the number of flights on each airport pair for each segment as follows:

Cargo flights are grown based on GDP growth.

Small airport pairs (< 25 flights per year) are kept constant.

Growth of Military flight movements in the first year of the forecast follows the average of the last three years for the traffic zone as a whole, with a maximum change of 5%, and is kept constant afterwards.

Business aviation flights are grown based on observed trend at a State level together with economic growth if this is a useful explanatory variable for this State.

For other traffic, (‘other’ here is the majority of passenger flights) the use of supply-side or demand-side approach is considered.

o Supply-side is used if traffic matches one of the standard histories (circular flights, long-term stable or declining traffic and direct relationship to GDP) and if demand exceeds the supply. Otherwise, it is demand that drives and limits the growth.

o In the demand-side, passenger numbers are estimated from flight counts, aircraft type and load factors, then grown according to GDP growth and the elasticity for this flow, then converted back to a number of flights using a number of seats-to-flights relationships calibrated on historical data.

o The growth of movements on an airport-pair may then be reduced if there has been a reduction in journey times by HST since the baseline year, adjusted for low-cost growth in the traffic zone and for any network change assumptions (future events) and adjusted for population change and costs of emissions trading passed on to passengers.

Monthly Trend Forecast: The Monthly Trend Forecast focuses on time-series modeling of traffic trends month-by-month. The final result is in terms of numbers of flights per month per pair of zones or regions: within Europe origin-destination zones are used (groups of airports often smaller than States); outside of Europe, large regions are used (groups of States). Five separate forecasts (with differing horizons and time and geographical resolution) contribute to the forecast as a whole :

The State-flow method forecasts each State separately, and within the State, separate forecasts for a few main ‘flows’: internals, overflights and arrivals/departures

The zone or region-pair forecast is largely based on time-series methods for some 9,000 series

The schedules method uses data from published schedules for future months, and comparisons of previous schedules with actual flights.

The forcastability component uses economic growth and fuel prices data as explanatory variables to calibrate a perfect-hindsight model on a known period so as to get a forecast model as close as possible to output forecast. It then applies the model found at State level for the short-term horizon.

The first years of the Initial Annual Forecast also contribute to the monthly forecast.


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Summary of Monthly Trend Forecast method

Airport constraints: The initial annual forecast is then realigned with this new monthly trend forecast. The resulting growth per airport pair for all types of flight (passenger, all-cargo etc) is then compared with future airport capacities that have been provided by the airports. Growth is constrained by these capacities.

Constrained airport-pair forecast method

Overflights: The final step is to calculate how many flights are generated in each airspace by these airport-to-airport flights. This is done using a combination of the routings through airspace observed in the baseline year and trends in overflight growth per traffic zone.


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3.3.2 Demand Data Repository (DDR)

The Demand Data Repository (DDR) was created to support the Network Collaborative Planning Process, giving access to a consolidated and integrated European strategic view of traffic demand and distribution.

The DDR2 Web portal provides a simple and comprehensive interface allowing generation and download of future traffic for planning purposes and past traffic for post-ops analysis of traffic trends, statistics and routeings comparison to support flight efficiency. It also provides tools download (SAAM & NEST) for airspace design and capacity planning simulations. Tools and data delivered by DDR2 web portal are interoperable.

Past traffic demand is available for any day, for all Europe, from September 2011.

The DDR web application can generate a variety of traffic samples as follows:

Future traffic samples according to the low, baseline or high STATFOR forecast

Future traffic samples with current demand distribution (flight plan / flight plan enhanced with radar data)

Future traffic samples with new routeings* calculated on future environment

Past traffic samples with new routeings* calculated on future environment

*Two options are available for the generation of new routeings:

shortest path (minimum route length)

cheapest path (minimum cost taking into account route length and route charges)

The future traffic samples can be enriched in the DDR2 using the flight intentions. DDR2 collects early available flight intentions from Airlines (SSIM / INNOVATA data) and from Coordinated Airports through EUACA. .

The flight intentions are used as an input in the DDR2 as illustrated below:

The forecast traffic samples cover the whole of the European airspace geographically, and are available from the planning phase up to the pre-tactical phase.


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Continuous testing and refinement of the consolidation and enrichment processes will ensure that forecast traffic demand samples are as accurate as possible for all planning purposes. DDR2 Web portal provides monthly report of strategic forecast quality.

Access to DDR web application is restricted to ANSPs and Airline Operators within Europe. Information on how to register to use the DDR may be found on the website: www.eurocontrol.int/ddr

Questions about DDR2 can be mailed to [email protected]

3.3.3 EUROCONTROL Capacity Analyser (CAPAN) CAPAN is a methodology which was developed by EUROCONTROL to calculate sector capacities - based on the evaluation of the workload - through a fast time simulation. Each CAPAN study is performed in close coordination with operational controllers at the ACCs concerned, to determine the workload of simulated controller positions for a given traffic sample. The capacity of the sector is reached when the workload reaches a threshold of 70%. The CAPAN methodology takes into account a highly customisable controller task list and controller working method simulation methodology, making it adaptable to all ATC systems and working environments. The CAPAN methodology is normally used for defining sector capacity, which is particularly useful in case of changes to the airspace structure, to the route structure, or to the ATC procedures. The introduction of major ATC system changes can also be analysed using the CAPAN methodology, either before to confirm expected benefits, or after to help redefine the sector capacity with the new ATC system. For more information on the CAPAN methodology, please contact [email protected]

3.3.4 Network Strategic Tool (NEST)

NEST is a scenario-based modelling tool developed by EUROCONTROL. It is used by the Network Manager and the Air Navigation Service Providers (ANSPs) for:

Designing and developing the airspace structure

Planning the capacity and performing related post operations analyses

Organising the traffic flows in the ATFCM strategic phase

Preparing scenarios to support fast and real-time simulations

Ad-hoc studies at local and network level

NEST is used to optimise the available resources and improve performance at network

level. NEST can also be used locally by Area Control Centres (ACCs) or airports and also

globally for strategic planning at network level. NEST can process and consolidate large

quantities of data spanning multiple years, but also allows the user to drill down into the

detail and analyse and observe 10-minute periods of data.

NEST is scenario based: users can make changes to the original dataset or reference

scenario to model an unlimited number of different operational planning options. NEST uses

datasets describing the consolidated pan-European airspace and route network, the traffic

demand and distribution as well as the STATFOR traffic forecasts which are provided by

EUROCONTROL at the end of each AIRAC cycle.

http://www.eurocontrol.int/ddr




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All this data can be downloaded from the Demand Data Repository web site (after

subscription). The simulation algorithms include:

Future traffic samples

4D traffic distribution

Configuration optimiser

Regulation builder

Delay simulation

NEST provides a suite of data visualisation features including tables, charts and fully

integrated capabilities for creating 2D/3D presentations.

The tool also addresses the following needs:

Assess the capacity of an ACC

Assess the benefit in terms of capacity of measures being implemented in an ACC

Simulate temporary capacity reductions and their impact

Optimise opening schemes based on local constraints

Simulate traffic growth in sectors

Identify capacity bottlenecks

Generate future traffic samples

Optimise ACC configuration opening schemes, balancing controller hours with capacity overloads and related delays

Compare planning scenarios using built-in ATFM simulation capabilities

Study airspace reorganisation options

Visualise load distribution, saturation, complexity and traffic mix analysis

Simulate degraded operational scenarios at reduced capacity

Browse and edit all environment and traffic data

Capture groups of flights by defining detailed custom traffic flows

Run simulation of network effects

Assess free route airspace projects,

Assess route network development projects

Model and simulate the effect of RAD changes

Run Cost Benefit Analyses on economic and environmental indicators

Study traffic rerouting scenarios

Enhance flight efficiency Information requests regarding NEST may be made at [email protected].

3.3.5 PIATA+: Airport Performance Indicator Analysis Tool

The Performance Indicator Analysis Tool for Airports PIATA+ is a PC-based configurable system that can be used to analyse any mode of operation of an airport, including the use of multiple runways. It supports a step-by-step approach to the improvement of airport performance and efficiency.

The results of this analysis can be incorporated into the local capacity declaration process and the resulting figures are used as inputs into the Network Planning process. PIATA+ can additionally be used in capacity enhancement exercises to determine potential capacity gains when modifications are being considered to existing infrastructure such as the construction of new rapid exit taxiways. The output of PIATA+ is a set of data and information on how the airport runway system is currently used by ATC Services and Aircraft Operators.

The Network Manager is working on a profound upgrade of the PIATA+ Tool. After the initial Requirements Phase, the new tool is now under development and will be finished for the



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summer 2016. The tool PIATA Neo includes new functionalities such as Graphical Representation and TMA Analysis, a new user friendly interface and other enhancements.

Refer to section 6.2.2.1 for further information about its use.

3.3.6 PREDICT

PREDICT is the main network operations tool used to support the Pre-Tactical planning for the day being planned (D) and can be accessed by FMPs via CHMI (read only) as from D-6.

PREDICT provides:

A reasonably accurate overview of the traffic loading on the day being planned.

Sector configurations and monitoring values supplied by FMPs.

An ETFMS-like environment in which patterns of ATFCM measures (regulations and rerouting) can be simulated off-line, without consequence on OPS, to see their overall effect.

Ability to cope with the network effect.

PREDICT input consists of:

Flight Data: Historical demand derived from (first filed) flight plans at D-7, by default, is used to build the future traffic forecast. Several corrections of historical demand are applied in Predict to generate: - Replacement of historical RPLs by future RPLs - An enrichment of historical FPL data with DDR2 flight intentions in order to better

reflect new flights or remove historical flights reported as not being operated in the future

- NAT flows substitution in order to best reflect forecast NAT tracks - Routing connections resulting from airspace or RAD constraints/changes

ENV Data: PREDICT receives new Environment data every 4 weeks as part of the normal AIRAC Cycle, as well as on-line environment updates.

3.3.7 ATFCM Simulations and SIMEX

A simulation platform SIMEX (Simulation and Experiment) is provided to enable operational staff to simulate and assess the impact of the application, modification or cancellation of ATFCM measures before they are applied operationally.

The simulation platform is used in various ATFCM phases;

Tactical activities (from simple evaluation of short-term ATFCM measures on ETFMS operations before application, to evaluation of the best approach to solve unexpected events).

Pre-tactical activities (preparation of an ATFCM regulation plan, starting with flights from a reference day).

Special events and long term activities (e.g. airspace restructuring, pre-validations of ENV data).

Requests for ATFCM simulations in the strategic phases should be addressed to [email protected]. Pre-tactical and tactical simulations are carried out as part of the respective operational processes.

3.3.8 Network Events Tool (NET)

Event information is essential to facilitate the planning and coordination of those events at network and local level. Information on events impacting capacity, efficiency or demand enables early identification of issues that may affect the capacity of the ATM Network as a whole, allowing the necessary ATFCM measures to be developed in due time. Sharing the



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same network event information to enable timely and synchronised planning across the organisation is a key enabler for executing effective network operations.

For several years EUROCONTROL Network Manager (NM) has obtained information on events that impact the network from multiple sources; internal business units, Airports, ACC partners, airlines, etc. The information is provided to multiple contact points within NM and is stored in individual databases or simple excel files which are managed by separate work units for their current business needs, while some network events are input manually in the NOP Portal and made publicly available to all audiences. This situation leads to the following:

A limited visibility on the complete set of events and their impact on operations at any specific time to any interested work area;

Possibility of missing some important events when planning mitigation actions;

Difficulties to identify interdependencies between events as information is decentralised;

Unnecessarily high coordination effort between various work areas.

The Network Events Tool (NET) represents a move towards a centralised approach and rolling NOP, to facilitate the planning and coordination of events at network and local level. NET consists in a consolidated repository of event information obtained by EUROCONTROL from various sources and stored in various databases, and provides a unique access point to that repository to interested users both internal and external to the Agency.

NET Input and Output

NET is available as a “Calendar of Network Events” portlet on the Network Manager Portal (http://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html), and accessible in all planning phases (strategic, pre-tactical, tactical, post operations). As such, NET increases the visibility of events that may have an impact on network operations, and aims to enable identification of interdependencies and support efficiency gains in the coordination and planning of mitigation actions in a collaborative manner with stakeholders.

NET Repository

Event data

production

Event data

consumption

Event data storage &

quality management

NET InputNET Input

EventsEvents

NET ViewNET View

EventsEvents

NM Units

(OPL, NOS, NMC, APT,

OMR, CACD, STATFOR,

PRISMIL, etc.)

ANSP, ACC,

ATC, FAB, Airport,

Tower, Military, etc. NM Systems

(DDR,NEST,

etc.)

External

Systems

ANSP, ACC,

ATC, FAB, Airport,

Tower, Military, etc.

NM Units


OMR, CACD, STATFOR,

PRISMIL, etc.)

External

Systems/

databases

NM Portal NET Repository

Event data

production

Event data

consumption

Event data storage &

quality management

NET InputNET Input

EventsEventsNET InputNET Input

EventsEventsNET InputNET Input

EventsEvents

NET ViewNET View

EventsEventsNET ViewNET View

EventsEventsNET ViewNET View

EventsEvents

NM Units


OMR, CACD, STATFOR,

PRISMIL, etc.)

NM Units


OMR, CACD, STATFOR,

PRISMIL, etc.)

ANSP, ACC,

ATC, FAB, Airport,


ANSP, ACC,

ATC, FAB, Airport,

Tower, Military, etc. NM Systems

(DDR,NEST,

etc.)

NM Systems

(DDR,NEST,

etc.)

External

Systems

External

Systems

ANSP, ACC,

ATC, FAB, Airport,


ANSP, ACC,

ATC, FAB, Airport,


NM Units


OMR, CACD, STATFOR,

PRISMIL, etc.)

NM Units


OMR, CACD, STATFOR,

PRISMIL, etc.)

External

Systems/

databases

External

Systems/

databases

NM Portal


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NET is intended to support the Network Planning Processes (see para 7.1) by enabling a consolidated source of event data, with sufficient and reliable details that can be used at any planning iteration. NET supports directly the 1st planning phase, the “early notification”, and will enable efficiency gains in the coordination required in subsequent planning steps.

Currently, the NET repository (database) stores event information from the following sources:

ERNIP Part 2 – ARN Version 2016-2019/20, which includes airspace proposals scheduled for implementation during the specified period (see para 5.6.5); as well as all completed proposals stored in previous versions of ERNIP Part 2; (100% proposals data coverage)

Airport Corner Database, which includes Airport On-going and planned activities; selected events only (60% event data coverage);

Special Events (100% data coverage);

Military events (100% data coverage);

ATFCM events (100% data coverage);

Direct input through its own interface on the NOP portal.

NET data supports several sections of the Network Operations Plan, such as Chapter 7, Annex 3, Annex 4, Annex 5 (ACC Capacity enhancement measures), Annex 6 (Airports On-going and Planned Activities). The NET database provides direct input to DDR2 (included in DDR2 Calendar of events) and in the future may provide data directly to other planning tools on a need basis e.g. STATFOR, SIMEX, NEST, etc.

3.3.9 Pre-Validation of Airspace Changes In order to ensure that all significant airspace changes can be assessed from ATFCM and flight planning perspective and accurately reflected in the Network operations systems, a pre-validation facility is provided for all ANSPs. The main purpose is to detect any inconsistencies or incompleteness before official publication by the ANSPs. Detailed


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procedures for the use of this facility are contained in the Network Operations Handbook manual “Provision of Environment Data”; available on the NOP Portal. (Resources tab) https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html. Normally such pre-validations should be requested with at least six months’ notice so that all data changes may be fully validated in time for the AIRAC AIP data publication schedule. For the processes and the tools described, the main traffic and delay data source is the Network Operations flight data. Data may be enriched, as required, by the information acquired locally from the ANSPs or even airspace users.

3.3.10 Airspace Data Contribution to ATFCM Processes

The NOTAM monitoring is an activity (performed within the NMOC airspace data domain) concerning activation/deactivation of Restricted Airspaces, temporary suspension of Terminal Procedures, Aerodrome availability in coordination with involved ANSP’s/States. Airspace data staff coordinates with NMOC MILO (military Liaison Officers) and relevant AMC’s the implementation of FUA restrictions. Such restrictions become effective daily via AUP (Airspace Use Plan) and UUP (Updated airspace Use plan).



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4. Overall Context and Operational Requirements

4.1. Summary description of 2015 network performance

The average daily traffic in 2015 increased by 1.5% compared to 2014. The en-route and airport delays showed an increasing trend as well. The en-route delay target (for all ATFM delay reasons) was not met. Flexible, dynamic planning and management by some ANSPs brought considerable capacity benefit which was further enhanced as a result of the actions initiated by the Network Management Board (NMB) and the Network Directors of Operations (NDOP) to address the operational performance improvements required in 2015. However industrial action, staffing issues, system failures, major project implementations, and crisis situations caused impacts that could not be entirely counteracted by improved and proactive Network Management.

Traffic evolution: +1.5%

The forecast traffic evolution for the year 2015 compared to 2014 was +1.6% for the baseline scenario (source: EUROCONTROL Seven-Year Forecast, September 2015). The actual traffic evolution in Europe in 2015 was +1.5%. The peak day in 2015 was 28 August with 33547 flights (peak day 2014: 27 June, with 33411 flights). Traffic increased by 1.6% for the Summer season (May to October inclusive).

Delay per flight: +38%

The average delay per flight, related to Air Traffic Management increased by 38% in 2015 when compared to 2014. Over the whole of 2015, the average ATFM delay was 1.42 minutes per flight, of which 0.73 minutes was attributed to en-route delay (all causes).

En-route delay per flight: +19.7%

Over the whole year 2015, the average en-route ATFM delay was 0.73 minutes per flight. During the 2015 summer season, the en-route delay was 0.94 min/per flight.

0.10 minutes per flight were caused by non-predictable disruptions (industrial actions or technical failures). Without those delays, the average en-route ATFM delay per flight was 0.63 minutes.

Three ACCs (Brest, Nicosia and Athens) had delays of more than 1 minute per flight, with a further five ACCs (Lisbon, Makedonia, Barcelona, Reims and Zagreb) recording delays of between 0.5 and 1 minute per flight.

The performance of the following ACCs was better than had been foreseen in the NOP 2015-2019: Athens, Makedonia, Warsaw and Reims ACCs. However, the performance of other ACCs did not match the capacity plan, notably Nicosia, Lisbon, Zagreb, Brest and Maastricht ACCs.

Without the delay produced by Brest and Nicosia ACC and excluding non-predictable disruption delay, the en-route ATFM delay target would have been met.

Airport delay per flight: +64.29% Airport related delays accounted for 48.8% of all ATFM delay, of which a significant proportion can be attributed to Airport capacity (46.8%), adverse weather conditions (41.4%), and Airport disruptions (3.9%). The average airport delay was 0.69 minutes per flight in 2015.


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Effective capacity: -1.05%

The effective capacity indicator decreased by 1.05% over the whole European ATM network in 2015 (-0.44% for the Summer season), when compared to the corresponding periods of 2014. This evolution is mainly related to ATC capacity.

Potential flight efficiency (considering only airspace design): shortest route length extension reduced to 2.55% compared to 2.63% in 2014

The indicator for the evolution of flight efficiency in terms of route network design continued to show a positive trend, and met the annual target of 2.70 percentage points reduction. The lowest level ever of this indicator was reached in December 2015 with 2.45%.

Delivered flight efficiency (route availability and utilisation): route length extension flight planned reduced to 4.56% compared to 4.57% as in 2014

This indicator for delivered flight efficiency in terms of route availability and utilisation showed only a slight improvement in 2015 when compared to 2014, unlike the airspace design indicator. This was primarily due to the negative effects of network disruptions. The annual target of 4.51% was missed by 0.04%. The lowest level ever of this indicator was reached in December 2013 with 4.43%.

4.2. Challenges and Opportunities

The latest EUROCONTROL Seven Year Forecast (February 2016) predicts an average yearly growth of 2.4% per year between 2015 and 2020. By 2020 the forecast anticipates 10.957 million IFR movements in Europe, 12% more than in 2015.

At the European network level, the delay forecast based on the baseline traffic growth scenario for the period 2016-2020 shows that en-route ATFM delay will be above the target for each year of the period 2016-2019, but getting close to it towards the end of the planning period.

Delays are likely to be above the target at some ACCs in Europe throughout the period, notably in Nicosia, Brest, Bordeaux, Marseille, Reims, Athens, Makedonia, Maastricht and


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Barcelona ACCs In most cases, this is due to inflexible use of staff, shortage of qualified controllers in some areas and unresolved staff management issues, combined with planned reductions in capacity during the training and implementation of major ATM system upgrades and/or airspace structure reorganisations.

In spite of significant efforts to ensure a more effective and flexible resource utilisation, these ACCs are expected to continue to open less-than-optimum sector configurations during peak hours.

The main challenge in the medium term for ANSPs is to resolve staffing issues and ensure a flexible use of staff to open optimum sector configurations when needed. This calls for robust staff planning and for the recruitment and training of additional controllers if required, as well as the introduction of dynamic and flexible staff rostering.

In the short term, structured contingency planning and preparation is needed to enable the Network Manager to successfully mitigate the effect of unplanned constraints, e.g. industrial action or severe weather.

Airspace users already have the opportunity to flight plan according to their preferences (e.g. shortest/quickest/cheapest routes). However, the real challenge is to take advantage of the additional options available (e.g. conditional routes, night direct routes, free routes) and benefits are only likely to be fully realised through the use of dynamic flight planning systems that take into account all changes to the airspace, even those of a temporary nature.

The capacity planning process is now mature and the delay reduction activities are part of this ongoing process. It is implemented in a collaborative manner and the challenges posed by the requirements arising from the Network Functions Implementing Regulation and the Performance Framework have been fully answered. All operational stakeholders, including the Network Manager, now have precise obligations in the context of the new performance framework and all partners are working now together in a cohesive way.

The increasing number of special events and major project implementations (see Annex 4) pose a significant challenge to the smooth operation of the Network. Nevertheless, the collaboration with the relevant operational stakeholders in structured planning, coordination and mitigation of possible negative impacts provides a real opportunity to establish a robust process for handling all special events.

The major opportunity in exercising the network management functions and activities is the establishment of the Network Operations Plan (NOP) based on the Network Strategy Plan (NSP). The NOP provides a common mechanism for planning and operations across Europe.

A new framework for the collaborative work of all operational stakeholders is seen as a big opportunity for a real and lasting improvement to ATM Network Performance.

4.3. Network Traffic Forecast

4.3.1 Medium Term Traffic Forecast

The latest EUROCONTROL Seven Year Forecast, covering the period 2016-2022, was published in February 2016. It indicates that over the seven-year period, the average annual growth rate (AAGR) of IFR flights in Europe is expected to be between 0.7% and 3.8%, with a most likely value of 2.2% per year. The 2008 peak of traffic of 10.1 million flights is now expected to be reached again by 2016.


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o Latest trends influencing the Traffic Forecast

The overall positive traffic growth in 2014 helped the European carriers in 2015. During the first half of 2015, major European carriers managed to reduce their losses and even published a collective increase in operating profits compared to the same period in 2014. Nearly all carriers showed robust passenger growth and they benefited from lower fuel prices, but this was limited by the strength of the US dollar. More sustained growth rates emerged during summer months, nearing the 2% levels.

The overall European traffic growth was limited in the first months of the year compared to other months due to: economic recession in Nordic States, continuation of the crisis in Ukraine and industrial action. However, sustained growth was observed during summer: July and August were the busiest on record, with more than 30,700 flights per day on average.

Since the previous forecasts, the oil price, load factors of European carriers and the traffic development per market segment remained in line with the situation observed at the end of 2014. The economic outlook remained mainly unchanged at European level. However at State level, some significant changes were noted in both Northern and Southern Europe. Several events, either as a continuation from last year (e.g. airspace closure in Ukraine and Libya) or as result of more recent developments (e.g. unit rate increase in Germany), led airlines to change their routes inside Europe, affecting overflight growth in the different States involved. Moreover, the recent events in Tunisia have led to some changes in tourism destinations for the summer period. Outside Europe, the United States overtook Russia as the non-European destination adding the highest number of flights.

At European level, the traffic forecast remained mostly unchanged for 2015 with a growth of 1.5% (±0.4 pp), albeit upwards and some downward revisions observed at state level. Total traffic in both the busiest north-western European states (UK +1.8% and Germany +1.4%) and southern European States (Turkey +6.7%, Spain +2.8% and Greece +4.0%) consistently contributed to network growth from May to August 2015 compared to the same period in 2014. Dealing with the busiest European States, the forecasts for Germany has been revised slightly upwards (+0.4pp) ,compared to the previous forecast, to 1.3% in 2015, while the forecast for UK and France remains constant to 1.9% and 1.3% respectively. On the other hand, the 2015 forecasts for Spain and Italy have been revised downwards to 2.9% and 0.6%, respectively. Norway, hit by the oil crisis, is the country that removed most flights from the network since the beginning of 2015, due to weakness in its internal traffic and other arrival/departure major flows, amounting to a loss of around 75 daily flights from the European network. Ukraine also removed just less than 70 flights a day, mainly due to the continuation of the crisis which began in 2014.

In 2016, the forecast foresees a growth of 2.4% (±1.4 pp) influenced by the leap year effect.

In the 2017-2020 horizon, the annual growth rate will reach 2.1% notably thanks to additional capacity brought by a planned third airport in Istanbul, Turkey, as from 2018, lifting demand constraints. However, the airport capacity constraints will weigh again in 2021 with a growth rate levelling off at around 2%. For the whole 2015-2022 period, flight growth averages 2.2% (±1.6 pp) per year in the base scenario. The average annual growth rate for flights departing


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Europe to outside European regions is likely to be higher than the rate within Europe itself over the next seven years due to the increasing globalisation. Africa, Middle-East and Asia/Pacific (especially China) regions are likely to attract European traffic due to the higher expected GDP growth. .

The new forecast is for 11.535 million IFR movements (± 1 million) in Europe by 2022, accounting for 16% more than in 2015. By 2022, the high-growth scenario has 1.333 million more and low-growth scenario 1.095 million fewer flights than the base scenario. Any user of the forecast is strongly advised to use the forecast range (low-growth to high-growth) as an indicator of risk.

o Risks to the forecast growth

Users of the forecasts are strongly advised to use the forecast range (low-growth to high-growth) as an indicator of risk. These flight forecasts are prepared in conditions of large changes in traffic routings. For many individual States, these are the biggest risks for traffic growth. The main sources of uncertainty in the intermediate forecast are indicated below. In percentage terms for individual States, the biggest risks concern the route choices of airlines, which are generally downside risks for some States and simultaneously upside risks for others, balancing out across Europe as a whole: o By 2022 there is a significant probability that some flights through Ukraine will be

restored. o Closure of Libyan airspace has reduced Maltese overflights as well as re-routed traffic to

southern Africa. It is not clear when normal patterns will be restored. o Currently, the Syrian conflict is having an important impact on overflights across South-

East Europe. We have not included an end to this in our scenario nor intensification, though clearly at some point this network disruption will clear and the overflight changes reverse. Avoidance of Iraq and to a lesser extent Sinai is less significant for the forecast.

o The immigration crisis linked to the Syrian and Libyan conflict and the response of the Governments of the 26-country Schengen area is also a downside risk. Under the rules governing the open travel area, governments could suspend the Schengen system for two years, which would deter passenger travel, though to an unknown extent.

o Previous years have seen persistent (many months) reduction in en route capacity as a result of the introduction of new ATC systems. This results in tactical and strategic re-routing of traffic, enough to affect annual totals. More changes are on the way, presenting further risks, for example Czech Republic, FYROM, Spain, Portugal and Norway have changes planned.

o The jet stream influences route choice too, though this is more usually an effect over days or weeks than over the whole year.

o Unit rates are one of the many factors that influence an airline’s choice of route. Large changes in rates could lead to low single-figure percentage changes in flight counts.

o Oil prices remain changeable. With fuel accounting for around 20% of operating costs, this can have an effect on fares and cost of travel for customer (see Section 2.1). There is, in the short-term, an upside risk if the airlines start reflecting the fall of fuel costs to the ticket prices (cheaper); the most recent data from Eurostat suggests prices may finally be in decline. On the opposite, a surge in oil prices could lead in an increase of fuel cost, hence an increase of the ticket prices which is a downside risk.

o More generally, future network changes (e.g., new routes) and airlines’ changing choice of routes are not modelled by the forecast


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The economic forecasts used here were updated in January 2016. The economic outlook remains uncertain. The low scenario provides some guidance here. Economic risks are to some extent synchronised, so do not balance out across Europe as routing risks do. A few years ago, two States, Turkey and Russia, were the predominant drivers of flight growth. This makes growth sensitive to the continued expansion of these two economies. Sanctions on Russia, and Russia's response to them, are significant for the downward revision of the forecast overall. This could improve, but could easily get worse, representing on balance a downside risk. On the other hand, there are growing competitive pressures for expansion, especially for low-cost carriers, so as aircraft deliveries accelerate we could see more rapid expansion, although in our view this is likely to be localised. The high scenario provides some guidance for this, but only for local, not widespread application. Load factors remain at or near record highs (Section 2.1). As traffic begins to grow again, this means that load factors might be able to absorb less of the passenger growth than they have in past years. From the present position, the recovery would then come more rapidly than anticipated. This is therefore an upside risk. Tourism trends are quite variable. The forecast does not identify which will be the new holiday ‘destination of preference’ in a given year. The recent events in both Egypt and Tunisia have led to more variability in tourism destinations. On the whole this is more likely a downside risk. Terrorist attacks, wars and natural disasters. Following the February 2014 forecast publication, in which a further volcanic eruption or pandemic were mentioned as some of the risks, both have occurred. The impact on air traffic could be a temporary one, or more significant. The Zika virus is included here as a potential risk.

4.3.2 ANSP, FAB and ACC Forecast The STATFOR traffic forecast is made at State level. The traffic increase per ACC is then derived through the capacity planning process of the Network Manager, on the basis of the origin-destination zones (ODZ) growth that is the foundation of the EUROCONTROL Seven Year Forecast. The forecast per ACC is provided to ANSPs together with the capacity requirements at ACC level (see Annex 5). Forecasts at FAB and/or ANSP level are provided on a bilateral basis as required. See paragraph 3.3.1 for more information on the traffic forecasting methodology.

4.3.3 Main Airports Forecast

The EUROCONTROL Seven Year Forecast gives a comprehensive picture of anticipated air traffic development in Europe. Using high and low growth scenarios, a likely range for future traffic demand is presented for those airports being displayed in the Annex 6 - Airports pages. This is a technical extraction from the EUROCONTROL Seven Year Forecast and does not take into account all factors considered by airports when reporting their own traffic forecasts.


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o Airports Local Traffic Forecast

Airport Local Traffic Forecast, also presented in the individual Annex 6 - Airports pages, show the airport’s local traffic forecasts, which are reported to the Network Manager on a regular basis. These local forecasts consider all known local factors which may influence the traffic demand.

Airports can provide this information at any time, but are specifically requested to provide up-to-date traffic forecast figures for next five years every spring (before the summer season) and autumn (before the winter season). The Network Manager respects the requirement of some airports to treat this information as confidential.

4.3.4 Analysis of the Traffic Forecast

The following maps show the traffic increase from 2016 to 2020 as compared to 2015 at ACC level for the baseline traffic growth. Expected traffic demand per ACC on the high and low growth scenarios is presented in Annex 2.


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4.3.4.1 Impact of Traffic Distribution

For medium term capacity planning, it is important to take into account the likely redistribution of traffic between the different ACCs.

The following factors have a significant impact on traffic distribution and on future capacity requirements:

The implementation of free-route airspace in certain areas;

The general improvement to route network efficiency resulting from route network

design and increased number of options for airspace users;

The transition of the future traffic demand towards shortest and/or cheapest routes and

unconstrained vertical profiles;

The different en-route charges applied in different States;

The impact of variable airport operations that tend to generate peaks of traffic that

exceed agreed capacity limits.

The airspace availability following crisis situations

The choice of route varies between airspace users and for different flights operated by the same user, and is influenced by a number of different factors, including time of day, rotation of flight (knock-on effect / reactionary delays), fuel price paid, applicable route charges, position of the high altitude jet stream, and even the local currency exchange rate. Hence herein lies the need for alternative options and flexibility in the availability of the route network and airspace structure.

4.3.4.2 Effect of Traffic Distribution via Shortest Available Routes The impact of the traffic distribution when comparing current routeings to shortest routes remains high, with the difference being significant on the South East axis. These effects are assessed through the capacity planning process and communicated on a regular basis to the ANSPs. The choices made by the aircraft operators can significantly impact the traffic distribution, resulting in differences between forecast and actual demand. This highlights the need for additional flexibility, if user preferred routings are to be accommodated to the greatest extent possible.

The map below shows the average differences in traffic demand between the routes flown in July 2015 and the shortest available routes, on the assumption that routes over Eastern part of Ukraine, Libya, Iraq and Syria are closed or not used by the airspace users.


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See the Annex 2 for the demand evolution figures per ACC, including an assessment of the effect of redistributing demand over shortest routes.

4.3.5 Analysis of Special Events and Major Projects Impact The Network Manager provides operational and technical expertise to model the increased demand and different traffic patterns for each special event, to enable ANSPs to optimally configure the airspace accordingly. For the reference period of this Plan no major impacts are foreseen by special events (sports events, or similar) that would temporarily but significantly increase traffic demand at one airport or group of airports, or in one or more FIRs. Two sporting events EURO 2016 and Athletic World Championship in 2017, may possibly affect the French and UK ACCs. In summer 2016 the Olympic Games in Brazil, even though taking place outside of Europe, may also affect certain traffic flows, in particular within the Lisbon ACC area of responsibility. A number of major projects may lead to temporary capacity reductions, due to the implementation of major airspace reorganisations or due to migrations to new/upgraded ATM systems. Major airspace re-sectorisation projects are planned to take place in Croatia, Bosnia and Herzegovina, Germany, Greece, Poland, Maastricht UAC and Turkey. Details will be found in the European Route Network Improvement Plan – Part 2 – ARN Version 2016-2019/20. New or upgrades of ATM systems are planned in Albania, Czech Republic, Cyprus, Finland, France, FYROM, Georgia, Germany, Greece, Ireland, Lithuania, Malta, Norway, Portugal, Romania, Spain, and UK. Detailed information on major projects and significant events is provided in section 7.2 and in the seasonal Transition Plans for Major Projects in Europe.


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A list of all improvement projects is given in Annex 4.

The yearly Transition Plans for major projects in Europe will address capacity critical transition periods of major projects, providing optimal solutions, agreed during the coordination activities among all entities affected and the NM.

A high level of cooperation and preparation at ATM network level is ensured, starting a year in advance for major events, with a refinement of the study as more information becomes available. Annual, seasonal and pre-tactical planning phases are covered, through to tactical operations. An integrated planning, encompassing all phases, will be in place to ensure that operational performance is maintained at optimum levels. In some cases changes to the transition plan and/or the implementation period will be coordinated.

For ad hoc significant events, information is collected individually and the planning is made at least three months ahead of the event with the support of the Demand Data Repository (DDR). This is an important element for the preparation of special events, giving a significantly improved demand forecast, enriched by incorporating actual flight intentions from different sources.


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4.4. Network Operational Performance Requirements

4.4.1 Overall Network Capacity Requirements

The current planning period of the NOP covers the last four years of the second reference period (RP2, covering years 2015 to 2019 inclusive) of the Single European Sky (SES) Performance Regulation No 390/2013 of 3 May 2013 and the first year (2020) of the third reference period (RP3).

In line with the Performance Regulation No 390/2013, the Decision 2014/132/EU of 11 March 2014 sets out the following capacity target for the NM area in RP2:

2015-2019: 0.5 minutes average en route ATFM delay per flight for the full year and for all causes, for each year of the period.

Until capacity targets are set for the third reference period (RP3), the Network Manager did not make any assumption on the capacity target applicable in 2020. Nevertheless, to ensure planning continuity, the NOP covers the period 2016-2020 and shows all local and network plans until 2020.

The “effective capacity” of the European ATM network needs to increase by:

In average 3.1% per year between 2016 and 2020 to achieve the EU annual en-route delay target of 0.5 minutes per flight and to respond to the traffic growth (baseline growth, EUROCONTROL Seven Year Forecast – February 2016).

If the current local capacity plans are maintained, traffic evolves as predicted, and even with no major disruptions at local or network level, the network target is not expected to be achieved any year of the planning period.

4.4.2 Network Performance Plan The Network Performance Plan (NPP) 2015-2019 developed by the Network Manager defines formal targets for RP2 in compliance with the Performance Regulation No 390/2013. For capacity, the NM target for en route ATFM delay per flight (ENR-DLA) indicator is 0.5 minutes/flight for SES and NM areas. In addition, NM will address, using a toolkit of measures at its disposal, the following selection of objectives and targets to ensure en-route delay reductions and increased capacity:

Reduce en-route weekend delays

Target: 80,000 minutes less for weekend delays per year

Mitigate weather generated delays

Target: achieve Decision maturity level (M3) for the Network Resilience Process at 50% of the top 60 airports (based on the airport network impact and/or past weather phenomena significance) and 50% of the top 20 ACCs.

Minimise individual flight penalties

Target: Maintain the percentage of flights with delay (any cause) >30 min to less than 1% of total flights


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Improve ATFCM measures efficiency

Target: Reduce the average daily number of ATFCM regulations that produce less than 200 minutes of delay to below 20 per day.

Reduce reactionary delays

Target: Reduce by 10% first rotation delays (related to capacity and staffing) for at least one airport/ACC of the ones with significant network impact each year.

Improve the airport integration in the network

Based on this set of objectives and initiatives, it is expected that all the NM actions will add up to achieve the NM RP2 objective of delivering additional operational benefits of 10% en-route delay savings over and above what ANSPs have included in their plans / what ANSPs deliver, and the NM RP2 objective of delivering additional operational benefits of 5% arrival delay savings over and above what ANSPs deliver.

Until capacity targets are set for the third reference period (RP3), the Network Manager will also ensure continuity of planning for years in RP3 to enable early identification of local and network measures and to support a continued improvement of the network operational performance..

The Network Manager identified the following initiatives and activities to achieve the required capacity improvements:

Address the specific issues that impact the imbalances between demand and capacity,

both en-route and at airports, at network and local level.

Provide full support to its stakeholders to achieve and improve their capacity

performance, prioritising the FABs, ANSPs and airports that most impact the network.

Deploy its own initiatives to address network issues to reduce the delays so that the

en-route and airport ATFM delay performance targets and objectives are achieved.

Address the critical areas through the NOP planning process, identifying actions to

mitigate the problems.

Develop and publish the Transition Plan for Major Projects in Europe, to minimise the

impact on the network performance caused by major airspace or ATM system

improvement projects.

Deploy its toolkit of measures to manage the network issues, which includes CDM

network procedures (e.g. network delay attribution), NMOC room actions (e.g. Slot

swapping, extensions and exclusions) etc.

Integrate airport operations in the network; this started in RP1 and will accelerate

during RP2 so that capacity problems are addressed wherever they appear.

Monitor separately the TMA induced delays, being of en-route or arrival types, so that

the interface between en-route and airport is more clearly defined.

The ultimate objective is to bring additional benefits to performance achievement due to the specific and unique role of NM to trigger and take initiatives in the network management procedures. This will not be achieved without the involvement of all other actors.


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4.4.3 EU Target Delay Reference Values The SES II Performance Scheme (EC IR 390/2013, Annex IV, paragraph 4) requires that the capacity targets set in the FAB Performance Plans should be assessed for consistency with the European-wide performance targets and that this assessment should be based on reference values provided by the Network Manager through the Network Operations Plan. The breakdown of the annual EU/EUROCONTROL delay target into a yearly delay reference value (target) was finalised in December 2013 for RP2 (2015-2019). It represents the delay requirement for each ACC in Europe to ensure that the European network en-route delay target is made. This delay breakdown was made at ACC, ANSP and FAB level on the basis of the targets mentioned in paragraph 4.4.1 above. No delay targets have been set for RP3 (2020-2025) at the time this Plan is published and, therefore no capacity requirements were set. The methodology used to calculate the delay reference was approved by the Network Management Board and is included in the Appendix 1 to the European Network Operations Plan 2013-2015 – Edition June 2013 - Capacity Assessment and Planning Guidance. The approach used for the distribution of the delay over the full year was discussed in the appropriate consultative groups as well as bilaterally with the ANSPs during the preparation of their local capacity plans. The approach has proved to be solid and stable and has been tested over several years and under various traffic hypotheses.

The following maps indicate the annual reference values per ACC for the years 2016 to 2019.


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4.4.4 ACC Capacity Requirements

Each year, a range of capacity requirement profiles are established for each ACC through the overall European ATM Network capacity planning process for each year of the planning period, to provide early information and enable flexible and interactive planning of ATM capacity and a better reflection of local needs and realities.

The ACC capacity requirement profiles per ACC are provided in Annex 1. They were updated following the September 2015 refresh of the traffic forecast. The ACC capacity requirement profiles were agreed to be used as the basis for cooperative planning and provision of capacity for planning period.

The ACC capacity requirement profiles are based on the planning assumptions agreed with the ANSPs through the regular working arrangements, to meet the EU yearly delay target at European level: 0.5 min/flight each year between 2015-2019 (0.7 min/flight Summer, 0.3 min/flight Winter).

The following scenarios were provided for ACC capacity requirement profiles, based on the February 2016 EUROCONTROL Seven Year Forecast:

Reference: Baseline traffic forecast, shortest routes available on the network with part of Ukraine, Libya, Iraq and Syria airspaces closed or not used by the airspace users

High: High traffic forecast, shortest routes available on the network with part of Ukraine, Libya, Iraq and Syria airspaces closed or not used by the airspace users

Low: Low traffic forecast, shortest routes available on the network with part of Ukraine, Libya, Iraq and Syria airspaces closed or not used by the airspace users


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Open: Baseline traffic forecast, shortest routes available on the network with all airspace available

Current: Baseline traffic forecast, current routeings as during reference period

For the medium-term capacity planning of the European ATM network, capacity profiles are set for existing and future ACC configurations (i.e. those planned to be operational during the planning cycle) in the European area, by considering the whole ATM network and giving due consideration to airport capacity limits.

The current ACC capacity requirement profiles are linked to the ACC capacity baselines that were assessed during Summer 2015, and are used as a reference for medium term local capacity planning. Capacity baselines have also been assessed for ACC configurations planned for implementation during the period, thus allowing the derivation of capacity profiles for future configurations.

The following maps show the capacity increases required over the summer season for each ACC for the reference scenario to achieve the annual SES capacity target from 2016 to 2019. Details for the alternative scenarios are included in Annex 1.

This assessment has been made for the summer season as it is the most demanding season in terms of capacity and compared with the Summer 2015 capacity baseline.


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As it can be seen from the maps above, the highest increases are needed at Athens, Barcelona, Skopje and Nicosia ACC, throughout the entire planning period of the NOP, followed by Ljubljana, Makedonia, Vienna and Tbilisi ACCs. A full assessment of the situation is provided in Chapter 10 and in Annex 5 for all ACCs.

4.4.5 Airport Capacity and Performance Requirements

The Performance Regulation as part of the Single European Sky regulations does not include capacity targets for airports at this stage. Capacity related decisions rest either at State or airport operator level and are based on political, commercial, or other local considerations.

However, performance targets for Air Navigation Services (ANS) at airports related to the Performance Scheme (Regulation 390/2013) in RP2 have been prepared at local level. Those for airport operators are being developed and expected for RP3.

In 2015 daily average airport related ATFM delay was 18,817 minutes, which is around 6.9 million minutes in total (for 2014 daily average was 11,333 and 4.1 million minutes in total). Airport related delays accounted for 48.8% of all ATFM delay, of which a significant proportion can be attributed to Airport capacity (46.8%), adverse weather conditions (41.4%), and Airport disruptions (3.9%).

When the reasons for delay are identified as being linked to a potential non-optimal use of existing capacity, the NM can support the airport stakeholders in identifying underlying reasons and mitigation actions to improve the situation. The proposed Network Manager actions for each individual airport are listed in Annex 6 Airports pages (NM Recommendations / Planned Actions).


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One of the key tasks of the Network Manager is to provide the network view to the local operational stakeholders and support them in managing their capacity as to enhance the network operations, by ensuring that airport operations are fully integrated with both Network strategic planning and day to day operations. The current identified capacity of the airports as well as the forecast capacity for the period 2016 to 2020 or further can be found in the Annex 6 Airports pages, as well as the description of local airport initiatives that may contribute to an increase in airport capacity or efficiency in the medium or long term.

4.4.6 Environment / Flight Efficiency Requirements

Performance Scheme - Reference Period 2 (RP2) 2015-2019

The Commission Regulation (EU) No 390/2013 of 3 May 2013 (laying down a performance scheme for air navigation services and network functions) sets out a set of Key Performance Indicators and associated targets for the 2nd Reference Period (RP2).

average horizontal en-route flight efficiency of the actual trajectory (KEA), defined as follows:

o the indicator is the comparison between the length of the en-route part of the actual trajectory derived from surveillance data and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the European airspace;

o “en-route” refers to the distance flown outside a circle of 40 NM around the airports;

o where a flight departs from or arrives at a place outside the European airspace, only the part inside the European airspace is considered;

=> This KPI is applicable at both network and Functional Airspace Block level. The KEA target is 2.6% average of route difference by 2019, decreasing from 3.17% in 2012 (based on PRB measurements).

average horizontal en-route flight efficiency of the last filed flight plan trajectory (KEP), defined as follows:

o the difference between the length of the en-route part of the last filed flight plan trajectory and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the European airspace;

o “en-route” refers to the distance flown outside a circle of 40 NM around the airports;

o where a flight departs from or arrives at a place outside the European airspace, only the part inside the European airspace is considered;

=> This KPI is only applicable at network level. The KEP target is 4.1% average of route difference by 2019, decreasing from 5.15% in 2012 (based on PRB measurements).

Performance Scheme - Reference Period 3 (RP3) 2020-2025

No Key Performance indicators and targets are set for the third reference period (RP3), and for 2020, at the time this Plan is published.


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Network Performance Plan

The Network Manager also included indicators and targets in the Network Performance Plan (NPP) 2015-2019 as described below:

Route extension - airspace design: the average horizontal en-route flight efficiency of the airspace design (DES), defined as the difference between the length of the ATS route network and the corresponding portion of the great circle distance, summed over all IFR flights within or traversing the European airspace;

Target: achieve an improvement of the DES indicator by 0.57 percentage points between the baseline year of 2012 and 2019

Route extension - last filed flight plan: average horizontal en-route flight efficiency of the last filed flight plan trajectory (KEP)

Targets: o 4.1% value for KEP indicator by 2019 for the SES area, fully consistent

with the EU-wide target; o 3.82% value for KEP indicator by 2019 for the NM area

The annual values set for the KEP indicators are.

2015 2016 2017 2018 2019

KEP SES area

0.17 pp reduction

0.17 pp reduction

0.17 pp reduction

0.17 pp reduction

0.17 pp reduction

4.78% 4.61% 4.44% 4.27% 4.1%

KEP NM area

0.17 pp reduction

0.17 pp reduction

0.17 pp reduction

0.17 pp reduction

0.17 pp reduction

4.51% 4.34% 4.17% 3.99% 3.82%

Route extension – actual trajectory (KEA) Targets

Targets: o 2.6% value for KEA indicator by 2019, fully consistent with the EU-wide

target; The annual values set for the KEA indicators are.

2015 2016 2017 2018 2019

KEA 0.09 pp

reduction 0.09 pp

reduction 0.09 pp

reduction 0.09 pp

reduction 0.09 pp

reduction

2.96% 2.87% 2.78% 2.69% 2.6%

o NM direct contributions to flight efficiency savings:

The NM objective is that these FE direct savings will amount to 5% (2015-2016) and 7% (2017-2019) of the savings required to achieve the annual 0.17 pp reduction (or alternatively 5% of the actual KEP reduction) each year

o Increase the CDR1/2 usage:

NM objective is to increase the CDR availability (CDR-RAI) and CDR usage (CDR-RAU) by 5% between the baseline year 2012 and 2019

No Key Performance indicators and targets are set for the third reference period (RP3), and for 2020, at the time this Plan is published.

The Network Manager coordinates the following activities to achieve the required improvement in flight efficiency:


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1. Enhancing European en-route airspace design through annual improvements of European ATS route network, high priority being given to: o Full implementation of free route airspace; o Implementation of a coherent package of annual improvements and shorter routes; o Improving efficiency for the most penalised city pairs; o Implementation of additional Conditional Routes for main traffic flows.

2. Improving airspace utilisation and route network availability through: o Actively supporting and involving aircraft operators and the computer flight plan

service providers in flight plan quality improvements; o Gradually applying route availability restrictions only where and when required; o Improving the use and availability of civil/military airspace structures; o Aligning the cross border availability of CDR’s.

3. Efficient Terminal Manoeuvring Area (TMA) design and utilisation through: o Implementing advanced navigation capabilities; o Implementing Continuous Descent Operations (CDO), improved arrival/departure

routes, optimised departure profiles, etc.

4. Improving awareness of performance.

4.4.7 Safety Requirements EU Regulation 970/2014 dated 12 September 2014 requires the Network Manager to “identify operational safety hazards at Network level and assess the associated safety risk.” To do this the Network Manager coordinates safety management and operational safety improvements at Network level, supporting ANSPs and other NM stakeholders (notably FABs) to manage existing hazards and anticipate new safety threats, in order to keep the Network safe. This challenge places three safety requirements on the NM:

To support and improve the safety of operations by identifying operational risks; coordinating and facilitating operational safety enhancements and disseminating safety knowledge across the Network. Practically, this means NM aims to arrive at a common approach to tackling new safety risks based on identified hotspots and trends in the Network, and to address the safety challenges that lie ahead.

To manage change and diverse/multiple NM programmes and projects to ensure that the individual parts of the Network are safe so that, collectively, capacity and flight efficiency benefits can be realised in line with customer expectations and established performance targets.

To improve the effectiveness of safety management systems (SMS) across the Network and in particular, to mature its own SMS so that it achieves Level D of Effectiveness of Safety Management in all SMS areas except in Safety Culture where by Level C is required by 31 December 2019 (end of RP2). An intermediate objective is to achieve Level D for 50% of the Effectiveness of SMS elements by the end of 2017.

4.4.8 Contingency Requirements

The term contingency, in the context of the Network Management Function and related activities, refers to any situation that is likely to jeopardise ATM network operations, for example: ATM system failure, natural disaster, large scale adverse weather phenomena, industrial action or military activity.


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4.4.8.1 Network Crisis

In the event of crisis at network level, resulting in widespread traffic disruption, the Network Manager will activate the European Aviation Crisis Coordination Cell (EACCC) and will apply previously agreed measures in coordination with all relevant operational stakeholders. These collaborative activities are done at network, regional and local levels.

4.4.8.2 ACC Contingency Plans

Contingency measures to be applied in the event of ATM system failures or other ACC outages are tailored according to their impact on network capacity. ATM system failure can result in significant and long lasting disruption affecting the functioning of the European network. An increased risk of ATM system failure exists during transition to a new system, or immediately following a complete shutdown of old system. Normal ANSP services may also be affected by industrial action, security threats, etc. ANSPs are required to provide and regularly update ATFCM contingency plans to help mitigate the effects of such outages. Apart from addressing any temporary capacity impact of project transitions, the Network Manager will analyse them from a network contingency perspective. In this context, the Network Manager collects the local contingency plans and, in coordination with all relevant operational stakeholders, develops a number of strategic ATFCM scenario options to be applied in case of a contingency situation.

4.4.8.3 Network ATFM Operations Contingency

The Network Operations ATFM contingency procedures have been put in place to minimise the impact of any failure at Network level on operational stakeholders and airspace users. A very high level of technical redundancy is provided for all network operations systems (IFPS, ETFMS). The IFPS service operates permanently with two synchronised units, each able to immediately assume responsibility for all flight plan processing across the network. In the event of Enhanced Tactical Flow Management System (ETFMS) failure, a second contingency site is available (at IFPU2) and a biannual procedural contingency plan is prepared and published. This defines maximum flow rates per aerodrome and flow to ensure that European ATM can operate at approximately 90% of normal capacity in the event of an outage of the ATFCM system.

4.5. Operational Needs As Expressed by Different Stakeholders Including Military

The information is covered in the paragraph 4.4 and in the chapter 8 of this document, respectively.


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5. Network Operational Performance Plans and Actions at Network Level

5.1. Implementation of the Network Strategy Plan This section presents the actions taken by the Network Manager to initiate the implementation of the NSP following its adoption by the European Commission on 22 July 2014.

Alignment with the European ATM Master Plan

The European ATM Master Plan addresses the high-level operational and technological evolution of the ATM system, based on agreed performance objectives and deployment scenarios. The Network Strategy Plan is an integral part of this change process. It targets concrete operational issues that can be solved in the timeframe of its reference period via any operational or technical means. It ensures that the SESAR deployments taking place during that period are used with the maximum benefit in operations. As a result, the Strategic Objectives of the Network Strategy Plan have been aligned with the essential operational changes of the European ATM Master Plan.

Alignment with the Pilot Common Project

To address the challenges to network performance in RP2, the network actors need to build on the instruments established under the Single European Sky and align their action plans accordingly. As a result, the Network Strategy Plan defines a number of Network Strategic Projects, corresponding to each of the Strategic Objectives and fully aligned with the ATM functionalities defined in the Pilot Common Project regulation and corresponding SESAR Deployment Programmes.

Detailed Implementation Schedule

For each strategic objective, the Network Strategy Plan defines the list of the most significant actions to be implemented in the course of RP2, indicating the operational stakeholders involved and the main milestones. The Network Strategy Plan requires that the details of these actions are provided and regularly updated in the Network Operations Plan, on the basis of the Article 6 of the Network Functions IR.

Network Roadmaps

In order to provide a comprehensive and detailed view of the three levels of the Network Strategy Plan - Strategic, Operational and Technical - the Network Manager has developed three implementation roadmaps:

Network Evolutions Roadmap

Network Operational Requirements Roadmap

Network Technical Evolutions Roadmap Those roadmaps are an integral part of this edition of the Network Operations Plan. The development of those roadmaps provides clarity on the overall network evolutions. It

enables a better coherence of the deployment programme of the Deployment Manager with

the Network Strategy Plan and the Network Operations Plan (as requested in the EU IR

409/2013 and the EU IR 716/2014), facilitates the logical synchronisation of the various

implementation steps and consequently avoids duplication of effort.


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The Network Evolutions Roadmap enables the anticipation of actions and better preparation for development and implementation by consolidating in a single reference document the following content:

The main events/milestones arising from all possible sources (European ATM Master Plan, Network Strategy Plan, SESAR, regulatory requirements, etc.);

Identification of gaps and missing links (operational, technical, regulatory, etc.);

Identification of measures to address those gaps;

Annual logical groupings of actions;

Continuously updated information. The Network Evolutions Roadmap is based on the agreed high level Network Operational Concept that further details the Network Vision included in the Network Strategy Plan. The Network Operational Requirements Roadmap translates the Network Evolutions Roadmap into operational requirements. It also enables the anticipation of actions and initiation of appropriate work to better prepare development and implementation. It consolidates in a single reference document the following content:

Detailed operational requirements derived from the major events/milestones;

Annual logical groupings of operational requirements;

Identification of gaps and missing links (operational, technical, etc.);


Continuously updated information. The Network Technical Evolutions Roadmap translates the Operational Requirements Roadmap into technical requirements. It also enables the anticipation of actions and initiation of appropriate work to better prepare development and implementation. It consolidates in a single reference document the following content:

Detailed operational requirements derived from the major events/milestones;

Bi-annual logical groupings of technical requirements;

Identification of gaps and missing links (operational, technical, etc.);


Grouping of requirements for NM systems developments for better cost efficiency;

A more transparent and flexible way to define NM systems requirements;

Continuously updated information. The Network Technical Evolutions Roadmap also mentions the ATM systems developments required for facilitating the implementation of network related projects, and in particular those supporting the network functions. Besides the binding legal acts governing the network management functions and tasks of all actors involved, NM needs to develop the network management tools to execute those functions and tasks. This managerial tool is the NOP, which consolidates the stakeholder commitments to achieve the network performance targets, and guides the planning of their contributions to the Strategic Objectives of the network, as described in the NSP. The following Strategic Objectives are defined in the NSP: - SO1: Manage performance through ‘Network-minded’ Decision-Making - SO2: Deploy interoperable and effective information management systems - SO3: Implement a seamless and flexible airspace enabling Free Routes - SO4: Plan optimum capacity and flight efficiency - SO5: Facilitate business trajectories and cooperative traffic management - SO6: Integrate airport and network operations


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- SO7: Ensure network safety, security and robustness - SO8: Optimise CNS resource allocation and costs - SO9: Develop the network human capital and improve its performance - SO10: Prepare for RP3 and beyond The achievement of the strategic objectives relies to a large extent on the timely execution of the Network Strategic Projects. These strategic projects coordinate the implementation of the main operational and technical evolutions led by the NM. This includes their network-wide deployment during the RP2 time frame. The Network Strategic Projects planned to date address six areas and are in direct support of the corresponding strategic objectives. Namely, those areas are: Information systems, Airspace, Capacity, ATFM, Airports, and CNS optimisation. Some projects are transversal and address several areas. Most are directly linked to the scope of the SESAR Pilot Common Project regulation and corresponding SESAR Deployment Programmes.

5.2. Network Evolutions Roadmap The purpose of the Network Evolutions Roadmap is to provide a managerial view of the key operational and technical evolutions expected to take place in the network in the 2015-2019, RP2, timeframe.

It aims at:

– ensuring that the actions required at network level to achieve the RP2 performance targets, as described in the NSP, are fully covered

– ensuring that these actions are aligned with the ATM Master Plan, the Pilot Common Project regulation and corresponding SESAR Deployment Programmes, and the SES/ICAO regulatory requirements in general

– describing briefly these network evolutions (referred to as ‘Key Evolutions’) and how their implementation will be coordinated through the NM Strategic Projects

– enabling a periodical monitoring of the achievements by the NM governance and the operational stakeholders concerned, to trigger corrective or preventive actions as necessary.

References

The Network Evolutions Roadmap is derived from – and fully aligned with - the Network Strategy Plan (NSP) 2015-2019 (Link to NSP)

http://www.eurocontrol.int/sites/default/files/content/documents/nm/nsp-brochure-web.pdf


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In 2015, two changes took place in the setup of the Strategic Projects:

The ‘NM support to Safety’ Project was cancelled as it is fully covered by the Network Manager work programme on safety, as agreed by the Network Management Board.

Although the scope of activities and the objectives remain unchanged, it has been recognised that the NM management system currently in place - including the Network CDM processes – is sufficient to manage these activities, without setting up a dedicated strategic project. This decision also aims at simplifying the NM management framework.’

The NM Strategic Project addressing CNS was agreed after extensive consultation of the CNS team.

The Project scope was agreed in May 2015 identifying 5 priority sub-projects. In November 2015 stakeholders committed to engage resources in these sub-projects. To reflect the scope of the project it was renamed “Sustainable Network CNS Infrastructure” (SNI).

The NM Strategic Projects build on the operational principles described in the High Level Network Operational Framework agreed by the Network Management Board on 22 January 2016. They organise the implementation of the changes required to achieve the Network Vision 2020, in coordination with the operational stakeholders concerned.


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More detailed information about the NM Strategic Projects can be found in section 5.5 of this document.

How to read the Roadmap

The roadmap is organised along the structure of the NSP to facilitate the monitoring of the NSP execution. For each NSP Strategic Objective, it consists of a graphical representation of the evolutions against a timeline, displaying:

- The NSP Strategic Objectives and related actions/milestones ;

- The scope addressed by NM Strategic projects: ;

- The main milestones describing the regulatory and SESAR Master Plan requirements:

- -

- The key operational network improvements – referred to as ‘Key Evolutions’

and their most significant components, which include the development and

subsequent deployment of technical enablers and operational milestones

;


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- The Key Evolutions are represented in blue when generated by a Strategic Project, in green when resulting from the regular execution of a Network Function and related CDM processes, and in yellow when implemented by the Operational Stakeholders without NM coordination:

- When the activity/task is continuous – i.e. with no significant milestone – it is

represented as follows:

- Reporting information on the activity level of achievement will be added at each review

date: - -

- When changes have been introduced in planning components since the previous edition of the roadmap, they are highlighted in yellow as follows:

New component:

Update of a milestone (date or status):

These updates are numbered (X) and listed in a “Summary of milestone updates” table.


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NETWORK EVOLUTIONS ROADMAP – NETWORK MANAGEMENT SO1 – ‘Manage performance through ‘Network-minded’ decision making’ and SO10 – ‘Prepare for RP3 and beyond’


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SO7 – Ensure Network safety, security and robustness


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NETWORK EVOLUTIONS ROADMAP – OPERATIONS SO3 - Seamless and Flexible Airspace


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SO4 - ‘Planning Optimum Capacity & Flight Efficiency’ SO5 - ‘Business Trajectories and Cooperative Traffic Management’


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SO6 - Airport/Network Integration


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NETWORK EVOLUTIONS ROADMAP – RESOURCES SO2 – Deploy interoperable and effective information management systems


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SO8 – Optimise CNS resource allocation and costs


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SO9 – Develop the network human capital and improve its performance


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Report on progress and planning changes A short report is provided below assessing the achievement of the 2015 milestones and the progress towards the 2016 milestones. The 2015 milestones are reported as ‘achieved’ or ‘‘postponed’. The 2016 milestones are reported as ‘on track’ (no change) or ‘postponed’.

(A): NSP Action (M): NSP Indicative Milestone addressing this action Milestone status:

NSP / Management area

(A)/(M) Review date Progress report Status

SO 1/1 – Reinforce Network Decision-Making processes by strengthening Network

governance and accountabilities

2015: Reinforce NSP monitoring through NOP process – NM

Dec. 2015 Operational stakeholders are informed of the progress of the

NM Strategic Projects via the NOP process. They report on

their own contribution to these projects via the same process.

The NSP indicative milestones are monitored and their

progress will be reported in the NOP as from Version March

2016. In addition specific reports on the Strategic Progress

are provided to NDOP and NMB for decision making. The

NDOP role on Strategic Projects execution has been

enhanced.


SO1/3 - FAB/ANSP to implement the NSP through fully consistent local Performance

Plans and NM to support these plans as required by the Performance Scheme

2014/2015: FAB/ANSP ensuring consistency of their Performance Plans with the

NSP (FAB & NM)

Dec. 2014 Network Strategic Projects referred to in the FAB

Performance Plans

Achieved

Postponed

On track


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Dec. 2015 Good alignment confirmed between the FAB Performance

Plans and the NSP - as demonstrated by the detailed action

plans reported by the operational stakeholders in the NOP.

Although the FAB Performance Plans have not been formally

approved by the EC yet, the process can be considered as

mature and the action is closed.


SO1/4 - FABs to accelerate their operational implementation with the support of the

Network Manager, as appropriate

2014: Continuous process established between each FAB and NM for cooperating

on FAB operational implementation and on NM/FAB operational and technical

integration - through established contact points (FAB & NM)

Dec. 2014 FAB contact points established at NMB level. Action closed.

2014: NM/FAB formal working arrangements fully in place with all FABs (FAB &

NM)

Dec. 2014 On-going. NM is participating in the related working

arrangements of all FABs.

Dec. 2015 In 2015, the NMB decided that NM would participate upon

request to the FABs' high level operational arrangements

when network issues would be at stake. This decision was

confirmed at bilateral level through exchanges of letters.


SO7/2: Improve Network Safety, with NM's support as relevant

2015: CBA assessment of the Call Sign Similarity Tool (CSST) – Decision on

further implementation – NM

Dec. 2014 Action postponed from Dec 2015 to Dec 2016.

Dec. 2015 An initial Call Sign Similarity Concept Service Level 2 (multi-

AO) Options and Feasibility Study has been completed and

decisions on how to proceed will be taken during 2016


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following consultation with the Call Sign Similarity User

Group.


SO7/3: Develop Just Culture in European ATM - by progressing its cause,

development and spread.

2016: Implementation of a Model Just Culture Policy in 45% of ANSPs

Dec. 2015 Three regional roadshows to ‘show and sell’ the Just Culture

Model Policy and ’expert’ course to ANSPs were held during

2015 and progress towards the target remains on track.

2016: Training of 40 ATCOs and 40 pilots to become Prosecutor experts (ANSP &

NM)

Dec. 2015 In association with IFATCA and ECAC, two Just Culture

‘expert’ courses were held during 2015, and progress towards

the target remains on track.


SO7/5: Improve network response to crises.

2016: Harmonised and published Safety Risk Assessment (SRA) approach for

crisis management across the network - including operational reports (NM &

ANSP)

Dec. 2015 Within the NM area of operations all states but two recognise

the SRA approach as principle of who decides if an aircraft

should fly in situations of predicted Volcanic Ash

contamination. 80% of the states have officially published

their positions, of which 29 states declaring that they will

allow flights in all levels of predicted ash contamination.

The SRA approach is now harmonised to the extent that it is

fully usable. Volcanic ash exercises will continue to be

conducted regularly to test and practice the approach.

2016: Expanded cooperation in crisis management with regions adjacent to NM


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and relevant expert organisations

Dec. 2015 NM coordinates regularly with other expert organisations,

within its area of operations as well as in neighbouring

regions. This takes place as part of regular crisis

management preparation work, in relation to situations that

has the potential to escalate to a crisis (Ebola, conflict areas

etc.) as well as for crisis management exercises (volcanic

ash, cyber-attach, nuclear accident, security incident). For

instance, new cooperation arrangements were set up in 2015

with EUROPOL.

NSP / Operations area


SO3/1: Deploy full free route airspace throughout the European ATM network, to the

maximum extent possible.

2016: Achieve the flight efficiency targets ensuring initial implementation of FRA in

at least 35 ACCs in Europe. (NM & ANSP & FAB & AO & Military).

Dec. 2015 Planned progresses on track: by end 2015, 31 ACCs have

implemented FRA at least partially. At least 10 more have

planned an initial or expanded (area or time availability) FRA

implementation by end 2016 (Austria, Slovenia, Prestwick

ACC, Italy, Slovakia, Poland, Skopje ACC, Tirana ACC), all of

them being supported by NM through simulations, upgrade of

NM systems and airspace data, and support to procedure

design/implementation (see details of ACC plans in the

corresponding section of the NOP).


SO3/2: Implement Advanced Flexible Use of Airspace.

2014: Shared airspace situational awareness at network and FAB level. (NM &

ANSP & FABs & AO & Military)

Dec. 2014 The sharing of airspace situations was achieved by


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introducing the FRA changes in NM systems.

2015: Improved ASM solutions process - NM

Dec. 2015 The first step has been achieved in 2015 with the

improvement of the notification process via B2B services: the

e-AMI publication is now also available in Publish/Subscribe

mode. Next step foreseen for improving the notification

process in FRA will be based on the full AUP template to be

delivered in 2016. The operational implementation - which

involves NM, Airspace Management Cells and airspace users

in the preparation of airspace solutions - is a continuous

process.

New milestone added: 2016: Full AUP template


SO5/1: Enable 4D trajectories at planning level, in cooperation with airspace users

and ANSPs.

1Q 2017: FIXM in NM systems

From 1Q2016 to 4Q2017: NM systems upgraded for Extended FPL

Dec. 2015 The 'Flight Plan and Flight Data' Evolution Strategy was

presented to the NetOps team in 2015 and the analysis has

started as planned. It is foreseen to be finalised by summer

2016, including all stakeholders’ inputs and will be used as

the common agreed plan for deploying the deliverables of this

Strategic Project – primarily use of 4DT and performance

data (Extended Flight Plan), conversion to FIXM (eFPL) and

FF-ICE implementation. No change in the target dates is

foreseen so far, except if the availability of FIXM is delayed.


SO5/2: Provide users with full visibility of the planned network situation with “look

ahead” capabilities, in support of their flight planning operations.

2015/2016: Display network situational information via the NOP Portal or via NM


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B2B interfaces (hotspots, real-time activation of airspace, etc.)

Dec. 2015 To date, the main operational requirements for the display of

network situational information in the pre-tactical phase have

been addressed by the development of an 'Initial Network

Plan' available via the NOP Portal. This will be deployed in

operations in the 1st quarter 2016, addressing this NSP

milestone. Additional requirements for improvement are being

considered in 2016/2017 and will lead to the development of

a “Dynamic Network Plan”, which is planned to be delivered

as part of the future n-CONECT developments.

New milestone added: 2017: Dynamic Network Plan


SO5/3: Deploy network ATM tailored procedures and tools in order to anticipate,

handle and mitigate crises and disruptions due to adverse weather, natural hazards

and other unusual phenomena.

2014: Standard published procedures available demonstrating benefits for ATM

performance.

Dec. 2014 Done. Action closed.

2016: Deploy an NM natural hazard tool

Dec. 2015 The Network Resilience Tool (NRT) is currently used in

prototype mode in NMOC. It provides a risk assessment

model enabling better decision making for weather, natural

hazards and other unusual phenomena. The system will be

improved in 2016 following 2015 return of experience in

operations.


SO5/4: Deploy operational processes reducing the need for - and impact of - ATFM

measures.

SO5/4 - STAM Concept & coordination procedures – NM/ANSP/AO/APT


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Dec. 2015 From a managerial perspective, NM presented a report to

NDOP in 2015 presenting the STAM concept and aimed at

supporting the coordinated implementation of STAM ECAC-

wide.

2015/2019: ECAC-implementation of occupancy count based STAM as required for

network performance and interoperability (NM & ANSP).

Dec. 2015 STAM based on occupancy counts is already being deployed

progressively in several ACCs through local ANSP

developments. The NM technical solution proposed to

address this requirement ECAC-wide ('occupancy count

based STAM') depends on the n-CONECT evolution. The

development of 'STAM under n-CONECT' is currently

foreseen in Rel. 21.5 by 2017, with a stepped operational

deployment until 2019, also depending on the local actors'

plans.


SO5/5 - Support airspace users in improving flight efficiency by ops and technical

initiatives. Airspace Users to make full use of these initiatives.

2014: Full availability of the NM Opportunity tool and related flight planning support

to airlines

Dec. 2014 Done. NM opportunity tool fully operational; to be further

improved and promoted for wider use by the AO community.

Dec. 2015 Further improvements of the tool may be envisaged in

2016/2017 based on airspace user requirements to improve

its attractiveness. This is a tactical tool that aims at ensuring

a transition with the future functionalities to be provided by

the CFSP community.

New milestones added: 2016/2017: NM opportunity tool

improvement

2017: Broad use of the NM opportunity tool by airspace operators.

Dec. 2015 The uptake of this tool from the airspace user community has


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not progressed significantly in 2015 due to current low oil

prices. Further promotional actions will be discussed in 2016

with the airspace user community through the AOG.

2014: Establishment of a CFSP Group supported by IATA and cooperating with

NM on FPL system evolutions

Dec. 2014 Done. CFSP Group in place with TOR and regularly

consulted by NM on FPL systems development. Action

closed.

Dec. 2015 The processes supporting the cooperation with the CFSP

Group have gained maturity with the further involvement of

CFSPG representatives in various NM stakeholder groups,

e.g. NetOps, ODSG and AOG. NM worked with the CFSPG

to deliver joined projects addressing the SESAR Deployment

programme in the CEF call 2015.


SO5/6: Improve flight plan predictability by reducing the gap between planning and

execution, through adherence to the trajectory of the last filed flight plan, as well as

agreed ATFCM measures, with managed flexibility

2015/2016/2017: NM monitoring predictability indicators.

Dec. 2015 The set of indicators required for monitoring Flight Plan

predictability has been defined in 2015 in the CTM project.

The first indicators to be deployed in 2016 after stakeholder

consultation will address the monitoring of ‘EFD profiles’ and

‘Deviating Flights’. After operational evaluation, more

indicators may be deployed in the future if required.

2016/2017/2018: Agreement on a common AO/pilot and ANSP/ATC approach on

improving Flight plan predictability and on a set of related practices (AO & ANSP)

Dec. 2015 Activity on track. An action plan was agreed by NDOP in

2015. A detailed set of tasks concerning the related

evolutions of ATFM procedures and the setting up of

performance indicators will be presented to the NetOps team

in 2016.


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SO6/1: Improve flight plan/airport slot consistency.

2016: Development, validation and start of deployment. (NM & APT & ANSP)

Dec. 2015 The operational requirements and technical specifications for

this project have been delivered in 2015, after extensive

stakeholder consultation.


SO6/2: Improve NM/Airport/ATC operational partnership, starting with the integration

of AOPs into the Network Operations Plan.

2016: 3 pilot APOC deployments. (NM & APT).

Dec. 2015 The implementation of DPI via B2B in release 20.0 (spring

2016) will be a first step. The initial implementation of

AOP/NOP data integration was delivered in release 19.5 in

2015; further validation of AOP-NOP integration is planned

for 2016 (via VP749).

Heathrow has already implemented APOC. NM has

submitted a project under the CEF 2015 call to implement the

AOP/NOP integration and define the interface requirements.

Three major airports (LHR, CDG, FRA) have committed to

this proposal.


SO6/3: Implement the Advanced Tower concept (tower with DPI messaging)

2016: Advanced Towers implemented at 25 airports in total. (NM & APT)

Dec. 2015 To date, 14 Advanced Towers have been implemented and

approximately 16 are potential candidates. NM will develop a

list of targeted airports in 2016 to ensure follow-up and

support as necessary.


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SO6/4: Implement full Airport CDM.

2016: Full CDM implemented at the 30 largest European airports in total (NM &

APT)

Dec. 2015 To date, 18 A-CDM have been implemented, 3 are under

implementation and 12 are planned for 2016 - on track. NM

will develop a list of targeted airports in 2016 to ensure follow-

up and support as necessary.


SO6/5: Deliver Airport/TMA efficient operations, in all weather conditions.

2016: Obstacles to CDO deployment in European airports mitigated (including

charting and phraseology issues). (APT & ANSP, with NM’s support)

Dec. 2015 A CDO task force was established in 2015 under the AOT,

which will develop by 2016 a common approach for

measuring CDO performance, with the purpose of mitigating

obstacles to CDO deployment - on track.

2016: 2 pilot deployments of TTA and PBN. (APT & ANSP, with NM’s support)

Dec. 2015 A TTA Tiger Team was established with Heathrow airport.

The RNP toolkit was addressed to AOT, which agreed to

support its deployment. NM will develop a list of targeted

airports in 2016 for both TTA and PBN targets to ensure

follow-up and support as necessary.


SO6/6: Improve airport surface traffic management, in particular during adverse

weather conditions.

2016: 2 pilot A-SMGCS deployments.

Dec. 2015 The 'Follow the greens' concept was successfully validated

by the SEAC airports group and the first implementations are


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expected through the CEF call 2015. The update of

EUROCONTROL guidance material is progressing well, with

the support of a taskforce established under the AOT. NM will

develop a list of targeted airports in 2016 to ensure follow-up

and support as necessary.

NSP / Resources area


SO2/1: Extension of the current NM Operational Service Platform with development

frameworks and enrichment of NM and stakeholder systems with the functionalities

required to support the CDM processes and the SES requirements.

2016: NM’s B2C and back-end frameworks & SWIM yellow profile publish-

subscribe pattern - NM

Dec. 2015 Development of B2C and back-end framework in progress,

on track for 2016. The NOP Portal is foreseen to be replaced

by the future HMI delivered by n-CONECT; the initial version

of this future HMI and the B2B web services are planned to

be available over PENS starting in 2016.


SO 2/2 – Develop business intelligence capabilities in support of Network decision-

making

June 2016: Master Data Management tool - NM

Dec. 2015 The feasibility study of the tool will be finished by 1Q 2016

and the roll-out will take place from 2Q 2016 to 4Q 2017. The

first benefits in terms of process efficiency and data quality

are foreseen to be recorded by end 2016. New milestone:

2017 – Full Data Management process rolled-out

2015: Full coverage of RP2 performance requirements - NM

Dec. 2015 Concerning RP2 the following indicators have been

implemented:


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- Monitoring of ATFM delay (en route and airport) via the

Weekly Network Performance dashboard;

- Horizontal Flight Efficiency via the Horizontal Flight

Efficiency dashboard/playbook.

The other aspects of RP2 KPIs are already covered by other

NM systems.


SO2/4: Implement a service-oriented architecture in compliance with the European

SWIM specifications to ensure interoperability in support of the Network Functions at

central, regional or local level.

2015: NM service measurement in place.

Dec. 2015 Achieved. The reporting on usage of NM B2B and B2C

services accessible through the NM service layer was

implemented in 2015.

2015/2016: NM to support the SWIM yellow profile publish-subscribe pattern.

Dec. 2015 Achieved. The Publish/Subscribe architecture was

implemented and the first set of Publish/Subscribe services

was introduced in 2015.


SO2/5 - Implement the European ATM Information Management Service (EAIMS) as

the common reference for aeronautical and airspace data.

2014, 2015: Implementation of EAD and EAIMS ADQ compliance

Dec. 2014 On-going. New target date: 2018 (i.e. EAIMS planned

deployment date)

Dec. 2015 Progress to date: EAD is now fully ADQ compliant (in the

context of an EATMN System). Concerning EAIMS, 2015 was

dedicated to refining the requirements in preparation of the

Call For Tender foreseen in 2016. The scope of this project

will be updated as necessary in the course of 2016.


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Separated milestone added: 2015 – EAD ADQ

compliance: achieved


SO9/2: Ensure functional mobility of Air Traffic Control staff across sectors and

frontiers to provide optimised capacity.

2015: FAB report identifying capabilities and limitations of cross-unit ATS - at

national and FAB level (FAB & ANSP).

Dec. 2015 Discussion initiated between the NDOP members at

NDOP/12 in October 2015. Report with conclusions to be

finalised by end 2016.

Postponed

to 2016

Summary of milestone updates

The following milestones have been updated in this edition of the roadmap:

N° Milestone Change summary

(1) SO1/1 - Reinforce NSP monitoring through NOP process –

(NM)

Achieved

(2) SO1/1 - NM-DM formal coordination process – (NM/DM) Achieved

(3) SO1/4 - Agreement for NM to participate in FAB working

arrangements – (FAB/NM)

Achieved

(4) SO5/5 - NM Opportunity Tool improvements – (NM) Milestones added

(5) SO3/2 - Improved ASM solutions process- NM

SO3/2 - Full AUP template – NM

Achieved

Milestone added

(6) SO5/1 – ‘FIXM in NM systems’ and ‘NM systems upgraded for

EFPL’ – NM

Analysis started

(7) SO5/4 - STAM Concept & coordination procedures –

NM/ANSP/AO/APT

Achieved

(8) SO5/6 - NM monitoring predictability KPIs – NM (first step) Achieved

(9) SO2/4 - 2015: NM service measurement in place Achieved


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(10) SO5/2 - ‘Initial Network Plan' in NOP Portal - NM

SO5/2 - ‘Dynamic Network Plan' - NM

Achieved

Milestone added

(11) SO2/5 - EAD ADQ-2 compliance - NM Achieved

(12) SO2/5 Consolidated use of EAD as central reference for AIM

data - NM/ANSP/FAB/APT/Military

Milestone added

(13) SO2/2 - Master Data Management tool - NM

SO2/2 - Data Management process rolled out - NM

Achieved

Milestone added

(14) SO2/2 – Full coverage of RP2 performance requirements - NM Achieved

(15) SO8 – Renaming of the Strategic Project: ‘Sustainable Network

CNS Infrastructure’ and of the corresponding milestones in the

roadmap

Update

(16) SO8 – More precise milestones/dates added for the SPI

Regulations

Update

(17) SO9/2 - FAB report identifying capabilities and limitations of

cross-unit ATS - at national and FAB level - (FAB & ANSP)

Milestone

postponed

5.3. Network Operational Requirements Roadmap

This section presents the main operational requirements arising from the implementation of the Network Strategic Projects.


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Deliverable ID Operational DeliverableHigh level ops objective/requirement Applicable NM

System

Changes

Initial Ops

availability

Stakeholders

impacted ops

(and system)Strategic Project

Evolution area

FRA_1_1_D6.1 Updated FRA concept & procedures for operation in

FRA airspace - initial FRA/ direct routing

If required, an updated set of common concept &

procedures for AO's and ANSPs for operations in FRA

airspace

none on-going NM, ANSP, AU

FRA_1_2 Initial FRA (Direct Routing) impelementation Full implementation of Direct Routing (ALL ANSP's). FRA_1_2_D2_1 Network Performance, Strategy and Implementation

Scenarios

Development & maintenance of the performance plan and

the network consolidated view of the implementation

scenarios

none on-going na

FRA_1_2_D4_1 Operations Support Support to airspace design, capacity modelling, validation

activities (model based, real time, SESAR trials & VLD's) none on-going ANSP with NM & AU

support

FRA_1_2_D5_1 ATM / NM Systems changes ATM system requirements and guidance material, NM

system changes, including changes required for partial

implementation

R21 on-going NM, ANSP, AU

Evolution area

FRA_2_1_D6.2 Updated FRA procedures for operation in cross

border FRA environment

If required, an updated set of common procedures for AO's

and ANSPs for operations in FRA airspace none Jan-17 NM, ANSP, AU

FRA_2_2 Cross Border FRA impeletation in the European

Network

Cross-border FRA deployed by ANSP's

FRA_2_2_D2_2 Network Performance, Strategy and Implementation

Scenarios

Development & maintenance of the performance plan and

the network consolidated view of the implementation

scenariosnone on-going na

FRA_2_2_D4_2 Operations Support Support to airspace design, capacity modelling, validation

activities (model based, real time, SESAR trials & VLD's) none 2020-2022 ANSP with NM & AU

support

FRA_2_2_D5_2 ATM / NM Systems changes ATM system requirements and guidance material, NM

system changes, including changes required for partial

implementation

R23 2019-2022 NM, ANSP, AU

Evolution area

FRA_D.7 Flight efficiency: routing opportunity - improved

utilisation

NM support to flight efficiency, with the aim of achieving

an improved utilisation of the airspace evolution

FRA_D.7-1 Flight Efficiency - routing opportunity - ina a fixed

route environment

NM Route opportunity tool upgrade - automated support to

manual tasks R21 Dec-17 NM, AU

FRA_D.7-2 Flight Efficiency - routing opportunity - in a free

route environment

Concept & implementation for an NM Route opportunity

applicable in a Free route environment R23 2019-2022 NM, AU

Support to Flight Efficiency

FRA - Free Route AirspaceInitial FRA

Cross Border FRA - European network


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Strategic Project

Evolution area

AFUA_D,1.1.1 Implement enhanced ASM Booklet Better use of available airspace/routes by AUs through

better access to more complete and up-to-date ASM

airspace information

R19.5 Dec-15 NM, AU

AFUA_D.1.1.2 Harmonisation AIP publication Better utilisation of airspace structure (incl. CDRs and X-

border structures) through simplification and more

consistent information publications

none on-going ANSP, AMC

AFUA_D.1.1.3 Improve ASM Solutions process Improved utilisation of airspace/CDRs through better

coordination between Network, AMCs and AUs in

preparing ASM solutions

none on-going NM, AMC, AU

Evolution area

AFUA_D.3.1.1 Rolling AUP Better preparation for AU’s and network through Airspace

Use Plans for up to 6 days aheadR21 Dec-17 NM, ANSP, AMC, AU

AFUA_D.3.1.2 Rolling UUP for procedure 3 More dynamic – short notice – availability of shared

airspace for Military usenone Dec-16 NM, ANSP, AMC, AU

AFUA_D.3.1.3 Improved notification process (phase 1) Improved CDR2 utilisation through better alignment of

route availabilities and notification process with AU needs,

and improved visibility to AUs of opportunitiesR19.5 Nov-15 NM, AMC, AU

AFUA_D.3.2.1 Full management of airspace structure via AUP/UUP

at ECAC level

Improved airspace availability to AUs through ECAC-wide

application of improved AUP/UUP process, and improved

utilisation of available airspace/routes through additional

information to AUs

R22 Mar-18 NM, AMC, AU

AFUA_D.3.2.2 Initial Management of real time airspace data Initial real-time airspace status updates allowing ATC, AUs,

and NM Ops to take eaRy advantage of possible

opportunities and/or to increase awareness of real-time

airspace situation

R22 Mar-18 NM, ANSP, AMC, AU

AFUA_D.3.2.3 Improved notification process (phase 2) Improved CDR2 utilisation through improved exchange of

consistent airspace data in CDM process by NM and AMCs

and availabilities status visualisation to AUs

R21 Dec-17 NM, AMC, AU

AFUA_D.3.3.1 Full rolling ASM/ATFCM process Optimised airspace availability & utilisation through a

continuous real-time CDM process with as input rolling

updates of MIL and civil demand needs, potential hotspots

and network performance needs


AFUA_D.3.3.2 Full sharing of information amongst involved

stakeholders

Optimise airspace availability to AUs through dynamically

sharing of the airspace configuration informationR24 Dec-20 NM, ANSP, AMC, AU

AFUA_D.3.3.3 Full management of real-time airspace data Full real-time airspace status updates allowing ATC, AUs,

and NM Ops to take eaRy advantage of possible

opportunities and/or to increase awareness of real-time

airspace situation


ASM Solutions

Rolling ASM /ATFCM process & ATC response

AFUA: Advanced Flexible Use of Airspace


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Strategic Project

Evolution area

AFUA_D.2.2.1 Initial Management of dynamic airspace

configurations

CIV+MIL demand-based alignment of sector configurations

and route/airspace availability through the use of

coordinated pre-defined ASM/ATFCM scenariosR22 Mar-18 NM, ANSP, AMC, AU

AFUA_D.2.3.1 Full management of dynamic airspace configurations Dynamic CIV+MIL demand-based alignment of sector

configurations and route/airspace availability through

dynamic ASM/ATFCM processR24 Mar-20 NM, ANSP, AMC, AU

Evolution area

AFUA_D.4.1.1 Expansion of EAW (EaRy Access to Weekend Routes)

in FRA (procedure based)

Allow AUs to flight plan in FRA areas eaRier on “busy

Fridays” with no MIL exercise constraints, i.e. more direct

routings. [Procedure -based]none Jun-15 NM, ANSP, AU

AFUA_D.4.1.2 Improved notification process in FRA (based on AUP

template)

Improved airspace (FRA) utilisation through better

alignment of airspace availability with AU needs (using

new AUP template)R20+R20.5 Dec-16 NM, ANSP, AMC, AU

AFUA_D.4.2.2 Improved notification process in FRA (Direct

notification to AU's)

Improved airspace (FRA) utilisation through better

notification process (including RRPs) aligned with AU

needs.R21 Dec-17 NM, AU

AFUA_D.4.2.3 Initial CDM for network impact assessment in FRA Optimise airspace availability in FRA and

local/regional/network performance through network

focussed ASM/ATFCM approach with coordination between

Network and AMCs

R22 Mar-18 NM, ANSP, AMC

AFUA_D.4.3.1 Full CDM for Network Impact Assessment in FRA Further optimise airspace availability in FRA and

local/regional/network performance through network

focussed ASM/ATFCM approach with coordination between

Network, AMCs and AUs

R24 Dec-20 NM, ANSP, AMC, AU

Evolution area

AFUA_D.6.1.1. Monitoring of ASM evolution: KPI's - ASM

contribution to flight efficiency

KPI's measuring ASM & AFUA performance (impact on flight

efficiency)R19.5 Dec-15 NM

AFUA_D.6.1.2. Implement post-op analysis process New / updated post -op reports on ASM performance and

the set-up of the collaborative analysis processR20.5, R21 Dec-16 NM

AFUA_D.6.1.3. Monitoring of ASM evolution: KPI's - ASM

contribution to capacity

KPI's measuring ASM & AFUA performance (impact on

capacity)R22 Mar-18 NM

Dynamic Airspace Configuration & CDM

ASM in FRA

ASM Performance

AFUA: Advanced Flexible Use of Airspace


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Strategic Project

Evolution area

EFPL_D1 Provision of 4D trajectory information via the

extended flight plan (EFPL) and its usage within NM

Improve ATFCM effectiveness through the use of enriched

flight data information (4D trajectories) in flight planning

and flow management operationsR20+R21 Dec-16 NM, AU

Evolution area

FF_ICE_D2 AU's - NM FIXM based interoperability AU/NM systems ready for sharing FF-ICE/1 flight plan data

based on FIXM 4 (AU_NM eFPL exchange, change to

submission & filling process & IFPS semantic responses [+

GUFI implementation ])

R21 Dec-17 NM, AU

FF_ICE_D1 FF-ICE/1 operational procedures and processes Operational deployment of Global ATM Operational

Concept through the use of FF-ICE/1 flight plan (eFPL)

format and associated additional data in flight planning

and flow management operations

R22 Dec-18NM, ANSP, AU,

Airport

FF_ICE_D3 NM-ATC FIXM based interoperability NM / ATC / Airports systems ready for sharing FF-ICE/1

flight plan data based on FIXM 4 (eFPL)R22 R23

NM, ANSP, AU,

AirportFF_ICE_D4 FF_ICE / 1 Planning service Negociation capabilities: not compulsary ICAO FF_ICE1

evolution, possible ops trial from 2018,[ including ATFCM

feed-back (Target time)]R22 R23 NM, AU

Evolution area

FOS_D1 ATFCM & ATC interoperability through FOS Improved ATFCM effectiveness through integration of NM

and local/regional operations enabled by sharing of

consistent flight data updates between ATC and NMR24 Dec-20 NM, ANSP

FOS_D2 STAM coordination through FOS Improved and more dynamic ATFCM through integration of

NM and local/regional flow operations enabled by sharing

of consistent flight data updates between FMP/NM/ATCR26 Dec-22 NM, ANSP

Evolution area

FOS_D3 Ground sharing of aircraft EPP information Improved ATFCM effectiveness through sharing of a

consistent view on the flight trajectory between air and

ground systems.

R27 Dec-23 NM, ANSP, AU

Evolution area

OAT_D6 OAT flight plan integration Enables better resource allocation in support of AFUA and

ATFCM through the exchange of OAT flight plan data R21 - R25Mar-17: Pilot

Dec-21: opsNM, ANSP, AU

Evolution area

FPFD_QUAL_D1 FAA_NM joined requirements and procedures Share FPL profile data between NM and FAA (B2B) R20 Mar-16 NM, FAA

FPFD_QUAL_D2 Support for new equipment / capabilities in ICAO

FPL 2012

Communication, Navigation & Surveillance (CNS)

capabilities in ATFCM R21 Dec-17 NM

Extended Flight Plan

FF_ICE implementation

Flight Object (FOS)

Integration of EPP data

FPFDE: Flight Plan & flight data evolutions

OAT FPL Integration

Quality of airspace and flight plan data


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Strategic Project

Evolution area

CTM_STAM_D1.1 Basic STAM implementation (procedure based) Wider application of existing STAM techniques using

available system support, for local and network

performance benefitnone ongoing NM, ANSP, AU

Evolution area

CTM_STAM_D2.1 Scenario Management Facilitate implementation of scenario's measuresFrom R21 Mar-18 NM, ANSP

CTM_STAM_D2.2 Network Impact Assessment Impact assessment of the proposed STAM measure on

network performanceR21 Dec-17 NM

CTM_STAM_D2.4 Enhanced monitoring techniques Local detection of expected oveRoads through the use of

enhanced monitoring techniques, such as occupancy counts

and dynamic monitoring values, continuous monitoring

and assessment (also at network level), complexity

indicators

From R21 Mar-18 NM, ANSP

CTM_STAM_D2.5 What-if functionality for local (draft) measure For local actors to validate the results of draft measures,

before sharing the proposed measure for coordination and

network impact assessment

R22 Dec-19 NM, ANSP

CTM_STAM_D2.6 STAM System based coordination Deployment of the STAM coordination process (system

based), involving all actors. It includes integration,

interfaces with local tools

From R21 Dec-18NM, ANSP, AU,

Airport

Evolution area

CTM_PRE_D1 Flight Planning to minimise need for tactical

deviations

Improve aspects of flight planning that reduce need for

tactical deviations from that flight plan, including better

access to ATC constraints and late FPL updatesnone Dec-16 NM, AU

CTM_PRE_D2 Reduced tactical deviations from filed Flight Plan ATC and Pilots only deviate from filed Flight Plan for

specific operational & safety reasons, as needed to reduce

downstream impact (intruders, over deliveries) none3-step: 2016-

2017-2018ANSP, AU

CTM_PRE_D3 Managed flexibility Improve handling of required deviations from the FPL,

through ATC what-if tools, common ATC procedures for

unexpected traffic, and use of AFP messagingnone Dec-16 NM, ANSP

CTM_PRE_D4 Predictability Performance Indicators Definition and managing Predictability Key Performance

Indicators. First step: intruders counts & causes analysis On-going On-going NM

STAM phase 1 (procedure based STAM)

STAM phase 2 (system based STAM)

Flight Plan Predictability

CTM: Collaborative traffic Management


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Strategic Project

Evolution area

CTM_TT_D1 TT Operational procedures Agreed operational concept and operational procedures for

use of TT for ATFCMnone Dec-16 NM, ANSP, AU

CTM_TT_D2 TT in SAM/SRM Distribution of Target time (TT) in SAM & SRM msg, for

awareness purposes R20 Mar-16 NM, ANSP, AU

CTM_TT_D3 Use of Target Time to support ATFCM process Improved (4D) traffic predictability by cooperative effort

from AOC, ANSP, Flight Crew and ATCO to better manage

delivery of traffic in regulated or hotspot sectors, using

initial time based operations

R22 Dec-18 NM, ANSP, AU

Evolution area

CTM_EAMAN_D1 Optimised flight data supporting ATC extended

AMAN processes

NM provision of enhanced EFD as required to support ATC

extended AMAN processesR20 Oct-16 NM, ANSP

CTM_EAMAN_D2 Integration of extended AMAN measures in NM

flight profiles

integration by NM of ATC extended AMAN measures in

flight profiles, allowing more accurate profiles for NM,

ANSPs and Airports

R22 Mar-18 NM, ANSP

CTM_EAMAN_D3 NM support to extended AMAN processes NM support to ATC extended AMAN processes addressing

multiple AMAN requirements and optimising network

performanceR25 Dec-21

NM, ANSP, AU,

Airports

Evolution area

CTM_UDPP_D1 Optimized departure sequencing: single swap

whithin aiRines group

Improved flexibility to AU's to optimise departure

sequences for regulated flights, allowing single swap

within the same group of aiRines (alliance)R20.5 Nov-16 NM, AU

Target Time operations

CTM: Collaborative traffic Management

Enhanced Slot swapping - towards UDPP

Extended AMAN


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Strategic Project

Evolution area

APT_1_ D1 Flight Plan/Airport Slot Checking Service Enable correlation between flight plans and airport slotson-going Dec-16

NM, ATC, Airports,

AU

Evolution area

APT_2_ D2 Advanced Tower Concept at increasing number of

airports

Airports without full Airport CDM providing DPI messages

to NM. Advanced Towers implemented at 20 airports and

progressively extended to 50.none ongoing

Airports/ATC with

NM support

APT_2_ D3 Full Airport CDM at increasing number of major

airports

A-CDM Airports facilitating exchange of different types of

messages resulting in a network that is becoming a

homogenous entitynone ongoing

Airports/ATC with

NM support

Evolution area

APT_3_ D4.1 AOP / NOP integration Integration of Airport Operation Plans (AOP) into Network

Operations Plan (NOP) through improved data/information

exchange and possibly with Airport Operations Centres

(APOC) where available

R21 Mar-17 NM, ATC, Airports

APT_3_ D4.2 Airport Operations Centre (APOC) Effective Network-Airport CDM through APOC

implementation at 3 pilot airports and progressively

extended at 10 major airportsnone Dec-16 NM, ATC, Airports

APT_3_ D4.3 Continuous Descent Operations (CDO) Harmonised (charting, phraseology) Continuous Descent

Operations at increasing number of airports none Dec-16Airports/ATC with

NM support

APT_3_ D4.4 Target Time of Arrival (TTA) Airport establishing Target Time of Arrival for different

flights based on AO & Airport requirements, reconciled

with ATFCM measures on flights (addressed by CTM/TT)R22

pilot: from 2016

ops: 2019NM, ATC, Airports

Airport / TMA - Network integrationFlight Plan/Airport Slot Consistency

NM /Airport / ATC - Operational Partnership and efficiency

Advanced Tower Concept & Airport CDM


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Strategic Project

Evolution area

APT_4_ D5.1 RECAT-EU Re-categorisation of Wake Turbulence Separation Minima

at increasing number of airports nonepilot: 2016 ops:

2019

Airports/ATC with

NM support

APT_4_ D5.2 Time-Based separation (TBS) Time-Based separation at increasing number of airports

none Dec-19Airports/ATC with

NM support

Evolution area

APT_5_ D6 A-SMGCS Advanced Surface Movement Guidance & Control Systems

at increasing number of major airports, maintaining GND

capacity in low visibility conditionsnone

pilot: 2016

ops: 2019

Airports/ATC with

NM support

Evolution area

APT_6_ D9.1 Performance Based Navigation (PBN) - RNP 1 RNP-based SIDs and STARs allowing optimised TMA

airspace design, at increasing number of major TMA's none from 2018Airports/ATC with

NM support

APT_6 D9.2 Performance Based Navigation (PBN) - RNP APCH Approach with Vertical Guidance (APV) at increasing

number of airports none ongoingAirports/ATC with

NM support

Airport / TMA - Network integrationNM/ Airport / ATC - TMA efficient operations

Advanced Surface Movement, Guidance and Control Systems (A-SMGCS)

Performance Based Navigation (PBN)


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Strategic Project

Evolution area

N_CONECT_D.1 Extension & improvement of the interactive rolling

NOP

Continued short term development of NOP Portal Services

until migrated to new service platformon-going on-going

NM, ANSP, AU,

Airports

N_CONECT_D.2 Migration to new NM Operational Service platform Migration to new platform, SWIM enabled and supporting

profile management and publish subscribe mechanism R20-R24 on-going NM

N_CONECT_D.3 Operational use of single interface Ops users to migrate from using existing interface (NOP

Portal, CHMI. EHMI) to the use of single enhanced platform

interface

R21-R24 on-goingNM, ANSP, AU,

Airports

N_CONECT_D.4 WEB-based B2B services for existing B2C

functionalities

Provide ops users with B2B services corresponding to

existing services in a publish/subscribe environment R20-R24 on-goingNM, ANSP, AU,

Airports

Evolution area

N_CONECT_D.4 Access to new Services through single NM Service

Platform HMI

Provide HMI based on Strategic Project operational

requirements See other projects

N_CONECT_D.5 New Web based B2B services corresponding to new

services

Provide B2B data exchange services based on Strategic

Project operational requirements See other projects

Enhanced single NM service platform for existing services

N-CONECT

NM Service Platform in support of new Services


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Strategic Project

Evolution area

NBI_D1 Master Data Management Tool Enhanced / more efficient governance of the large

amounts of data, processes and users managed in PRISME,

with support of a Process Management Tool (Colibra)PRISME Jun-16 All

NBI_D2 Business Intelligence Procedures and Rules Governance rules, user experience specifications and NBI

performance indicators to meet user needs and to ensure

an adaptable environment e.g. to manage new data &

services

none 2016-2018 All

Evolution area

NBI_D3 Platform Architecture for large amount of data

analyses

Architecture and platform available for large amount of

data analyses (Big Data), supporting information provided

by ATM stakeholders; NBI high level system requirements

and transition planning

DWH + PRISME Dec-18 All

NBI_D4 Refinement of Key Datasets, covering RP2

performance

improving datasets including , covering RP2 performance,

definitions of Fleet data, Aircraft Operators, Flights,

Airports and ACCsPRISME 2015-2016 All

NBI_D5 Dashboard and other BI Tools, supporting strategic,

pre-tactical and tactical planning

Automation and adaptation of current reports (incl CODA

and STATFOR), Integrated Dashboards, Tools & Dashboard

innovation, and communications, in support to strategic,

pre-tactical and tactical planning

R19 + R19.5 + PRISME 2015-2017 All

Integrated Data Management

NBI - Network Business Intelligence

Shared, Automated Planning and Analysis


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Domain evolution

ATFM Dynamic Network operation Planning Improved situational awareness by continuous

communication to the whole network: Headline news and

Dynamic network documentNOP Portal May-16 All

Airport Evolution to Airport Corner in the NOP portal Sharing through NOP portal of additional data collected

from airports, map display PRISME / NOP portal on-going All

Airport Support to massive airport diversion (MASDIV) Feasibility and deployment assessment opportunity study

planned in RL20.5. It will confirm if further developments

are requiredRL 20.5 study 2016-2018 All

TEC Improved contingency, central security Management Required evolutions to improve the contingency of NM

systems and processes.

Central Identity Management implementation.All Mar-17 NM

Evolutions triggered from the different NM domains, with possible dependencies on strategic projects

evolutions


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5.4. Network Technical Evolutions Roadmap This section presents the Network Technical Evolutions Roadmap resulting from the implementation of the Network Strategic Projects and from other essential Network operational projects.

= Completed: Operational Software

= Planned: Operational software

= Completed: Stydy, Prototype, SESAR

= Planned: Stydy, Prototype, SESAR


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5.5. Network Strategic Projects

This section presents details about the Network Strategic Projects.

5.5.1 Free Route Airspace (enabler for SO3) Scope of the project Free route airspace is a specified airspace within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) waypoints, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control. The project will provide support to the implementation of the FRA concept, as described in the European Route Network Improvement Plan Part1 across the NM area. It also forms an integral part of Network Operations Plan (NOP)) for the forthcoming five years and is expected to make a major contribution to the Network Performance Plan (NPP). It will manage the required system changes in NM and will undertake also airspace design, simulation and validation activities required for FRA implementation as well monitoring and reporting on implementation progress.

Project Objectives

Under the NM Network Management Implementing Rule – and its responsibilities for the European Route Network Design (ERND) Function the project will ensure and co-ordinate the gradual implementation, in a harmonised way, FRA throughout European airspace, as a minimum, at and above FL310 by 2019, in order to achieve SES Performance Scheme Environment KPA target. At the same time it will work towards the SESAR deployment (PCP) objective of full Free Routeing across Europe, by 1 January 2022. Additionally, in transition, one of the major aims of the project will be to bring the European Network to the same level of FRA operations during the period 2019-2021/22. The current Free Route developments at local and network level have reached a good level of maturity. The stepped approach to implementation will continue as planned in the short term, however it is important for the future that cross-border implementation is fully achieved to maximise the benefits of the concept. As an interim step, according to the SESAR deployment (PCP) objective as a minimum, cross border FRA implementation, based on Direct Routings (DCTs) across the entire European airspace is foreseen by 1 January 2018. This interim step does not preclude full FRA cross border implementation in areas where all conditions are met. Main objectives of the project:

Contribute to the reduction of the flown flight plan route by 75,000 NMs per day

Facilitate and co-ordinate the gradual implementation of the Free Route Airspace concept over the European Airspace, achieving its planned benefits by 2019.

Ensure rapid expansion of cross border FRA to achieve the flight efficiency target planned in SES performance Scheme RP2 by the end of 2019

Bring the European Network to the same level of FRA operations by beginning of 2022.

From these high level objectives the following working level objectives are drawn:


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OBJ1: Improve environment/flight efficiency; assist in providing users with more route choices and options; find and maintain optimum trade off against the need for capacity; while maintain safety OBJ2: Provide implementation support to the Deployment Manager, ANSPs, FABs, NSAs and airspace users in order to ensure harmonised and expeditious deployment of FRA across the Network. Further develop existing common guidance material. OBJ3: Ensure the readiness of NM systems for the changes required by the FRA concept to support the stakeholder implementation OBJ4: Track and report performance gains in the network against full potential FRA implementation OBJ5: Improve awareness of the FRA concept and operations amongst all stakeholders

Project Purpose

The improvement of European environment and flight efficiency and the optimisation of the European route network is, by definition, a Pan-European issue which requires a holistic approach carefully coordinated by the Network Manager. Uncoordinated, local initiatives may not deliver the desired objective, especially if the airspace is comparatively small and a large proportion of the observed inefficiency is due to the interface with adjacent States or FABs.

Strategic Fit

The project is one of a number of NM Strategic Projects originating from the Network Strategy Plan (NSP) in which Free Route Airspace is a key component. It will address the NSP Strategic Objective: SO3 - Implement a seamless and flexible airspace enabling Free Routes and SO3/1: Deploy full free route airspace throughout the European ATM network, to the maximum extent possible, while achieving the flight efficiency targets. The NSP and NPP stress the need for the accelerated deployment of FRA as high priority. The success of the Network Operations Plan (NOP) and its European Route Network Improvement Plan (ERNIP) will be largely dependent on the successful implementation of more than 50 FRA implementation projects planned at local ANSP and FAB level up to 2020. Key for the future is that current plans lead to implementation which is fully harmonised across the Network and bring consistent benefits to airspace users. FRA implementation will make a significant contribution to the SES Performance Scheme notably Environment and the associated binding target required for RP2 and potentially RP3, which will only be possible through cross border FRA operations. The project will also support and complement the other network initiatives aiming at improving Flight Efficiency notably:

Improving airspace management through advanced FUA

Improving airspace utilisation – through the provision by NM of flight efficiency tools and support to airspace users, and the commitment and engagement of airspace users on better airspace utilisation


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Work Packages and Deliverables

Network Performance and Implementation scenarios This work will support the NM Strategy Plan and best case scenarios for future Network implementation. Performance gains will be reported regularly on the basis of SES RP2 Environment KPA and KPI targets and FRA implementations. There will also be a need to provide performance forecasts for future gains based on implementation plans, Network design proposals and scenarios. The Capacity KPA will also be addressed and the identification of best trade-off between flight efficiency and capacity with associated scenarios will also be captured. Large scale cross border FRA will require a rolling redesign of the Network to find optimum performance levels of operation.

Operations Support This work package will build on the work already undertaken for a number of years by NM. Tasks currently undertaken and listed below will be consolidated under one main deliverable as follows:

o Airspace modelling and design, o Fast and real time simulations o Capacity planning relating to FRA o Pre-operational NM Environment testing and validation including new

requirements – CACD/IFPS o Trials.

ATM systems and architecture This work package will primarily ensure, with operational stakeholders, that NM systems and architecture is able to fully support FRA operations. Where necessary facilitation and support to stakeholders regarding other ATM system aspects where common requirements and solutions are considered as being beneficial to contributing to Network performance and implementation of the concept will take place. It will cover the following topics:

o NM systems/tools o Common ATC support tools evolution o Common FDP evolutions o Common ATC coordination o Appropriate Network system data sharing o Upgrade ATC tools/FRA enablers in EEC Simulator.

Concept, procedures and change The current concept, as described in ERNIP Part 1, will be further refined based on the experience of current operations, including additional elements that might need to be added for cross border operations. ASM/AFUA elements specific to FRA operations i.e. airspace availability, will be further evaluated, if required, particularly the change from fixed route structures to full large scale cross-border FRA operations. Revision can be expected to ERNIP Parts 1 to 4 and the NOP. This work will also provide requirements and guidance material for flight planning procedures, processes and system requirements (CFSPs and IFPS) needed to support large scale FRA operations. NM flight efficiency tools will also need to be upgraded to accommodate the concept. This will address the following topics:

o ERNIP +NOP


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o Relationship with ASM and A/FUA o Flight planning and RAD o Local/FAB concept review o Changes to ATFCM procedures o Change management – skills, performance and training linked to FRA.

Support to Flight Efficiency This work package targets the exploitation of the opportunities in improved routings by AOs while improving the utilisation of the available airspace. Therefore there will be a need to further develop the NM Route Opportunity Tool and other tools.

Phases

The project will be divided into two main phases:

1. Delivery of the FRA concept, based on the ERNIP projects and as a minimum based on Cross Border Published routings until the end of 2016

2. Full Cross Border FRA European Network deployed by ANSPs as from 2016,

based on current and future ERNIP editions.

Expected Benefit

Current implementations show visible changes following FRA implementation. The higher degree of flexibility provided for, at flight planning level, is shown as the flight plan trajectories are much more dispersed in those areas where FRA has been implemented. For the most part, where FRA is already implemented, the former gap between the last filed flight plan and actual aircraft trajectory flown was relatively small. However at FAB or regional level a larger gap exists which suggests that future implementation across this wider scale will lead to further significant improvements. Since the end of 2014, more than 25 ACCs in Europe conduct FRA operations in one form or other. Savings will account to approximately 25000 NMs per day as a result of these FRA implementations, flying distances will be reduced by approximately 7.5 million NMs, representing the equivalent of 45000 tons of fuel saved, or reduced emissions of 150000 tons, or 37 million Euros per year saved. By 2019/2020, additional savings of between 60000-75000 NMs per day can be expected with the subsequent fuel, environment and cost benefits.

5.5.2 Airspace Management and Advanced FUA (enabler for SO3) Scope of the Project The project addresses the coordinated airspace management improvements required to achieve the flight efficiency - and indirectly the capacity - RP2 targets, both at network and local/FAB level. It focuses on the implementation of improved ASM/ATFCM processes and on the Advanced Flexible Use of Airspace concept, combining operational procedures and technical systems support. The scope of the project is fully aligned with the responsibilities of the Network Manager and its NM Functions.


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Project Purpose

The purpose of the project is to improve Network performance through better utilisation of existing ASM processes:

Improve Flight Efficiency through the optimised and flexible use of available airspace, especially in cross border operations, and through the provision of additional route options

As a direct consequence, improve Cost Efficiency

This will also enable to some extent a more efficient use of capacity thanks to the increased dynamicity of airspace availability through more efficient CDM operational processes.

Project Objectives The project has the following objectives: OBJ1: Improve Airspace situational awareness By 2015, the project improved the shared airspace situational awareness at network and FAB level, therefore enabled more efficient flight planning and improved flight efficiency. The implementation of the new AUP template, partially achieved, is providing additional information to airspace users, namely FUA restrictions and Flight Buffer Zones (FBZ) processed via automatically B2B service. The full implementation of AUP template is planned by the end of 2016. OBJ2: Implement rolling ASM/ATFCM process

By 2017, the project shall implement a rolling ASM/ATFCM process supporting dynamic operations in fixed route network and FRA environments.

OBJ3: Implement CDM based processes

By 2019, the project shall implement seamless, Collaborative Decision Making (CDM) ASM/ATFCM/ATS processes with advanced real time management of airspace configurations and continuous information sharing. Strategic Fit The NSP and NPP stress the need for the full implementation of Advanced Flexible Use of Airspace and Airspace Management. Advanced Flexible Use of Airspace and Airspace Management implementation will make a significant contribution to the SES Performance Scheme notably Environment and the associated binding target required for RP2, which will only be possible through a more efficient use of the airspace, especially for cross border operations. As a consequence the focus for the Network in RP2 will be on:

improving airspace management through advanced FUA


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improving flight efficiency providing availability of airspace structures based on traffic demands

Improving airspace utilisation – through the provision by NM of flight efficiency tools and support to airspace users, and the commitment and engagement of airspace users on better airspace utilisation.

This project will make a significant contribution to achieving the above aims. It will respond to the Network Strategy Plan Objective ‘SO3 - Implement a seamless and flexible airspace enabling Free Route and more particularly it will fully enable the NSP. Work Packages and Deliverables This project will deliver the following operational products or services to satisfy the objectives of the project:

ASM Solutions

The ASM solutions process is aimed at delivering ASM options that can help alleviating capacity problems identified in any particular area of European airspace as well as improve flight efficiency ensuring synchronised availability of airspace structures according to traffic demand. Delivery date: December 2016.

Dynamic Airspace Configuration & CDM

This Key Deliverable focuses on defining a reference Dynamic Airspace Configuration concept, including roles and responsibilities in an advanced CDM process. It will work in close cooperation with SESAR for supporting validation activities and identifying improvements mature for implementation. Phased delivery dates are the following: Jan 2017 & Dec 2020.

Rolling ASM/ATFCM process and response

This Key Deliverable focuses on airspace improvements, in coordination with all appropriate operational stakeholders. It ensures a continuous, seamless and reiterative planning, allocation and operational deployment of optimum airspace configurations, based on airspace request at any time period within both pre-tactical Level 2 and tactical Level 3. It will result in a rolling process, supporting the enhancement of the daily Network Operations Plan. This will allow airspace users to better take benefit from changes in airspace structures in real-time. Phased delivery dates are the following: December 2016 & Dec 2020.

ASM in FRA environment

This Key Deliverable addresses the required improvements supporting an efficient ASM within a FRA environment. The definition of improvements required will be further developed on the experience of current operations and the need to deploy cross border operations and final European wide FRA. It will require a revision of the current ASM procedures, as well as improved coordination and support for the military partners for the switch from fixed route structures to full large scale FRA operations.


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This also includes working out requirements and guidance material for flight planning procedures, processes and system requirements (CFSPs and IFPS) needed to support large scale FRA operations. Phased delivery dates are the following: December 2016 for the full implementation of the New AUP Template, and December 2020.

ASM Performance

This Key Deliverable addresses the development and monitoring of KPIs related to ASM. New ASM performance monitoring reports were identified in 2015 and planned to be implemented by 2017 at latest . Schedule milestones Lifecycle The project lifecycle is from 2015 to 2020. Phases and milestones The project is divided into three phases as follows:

2016: The full implementation of AUP template Shared airspace situational awareness at network and FAB level. It is to provide additional information to airspace users, namely FUA restrictions and Flight Buffer Zones (FBZ) processed via automatically B2B service.

o Actors: NM, ANSP,FABs,AO,Military

2017: Implementation of a rolling ASM/ATFCM process supporting dynamic operations in Fixed route network and FRA environments

o Actors: NM, ANSP,FABs,AO,Military

2020: Seamless, Collaborative Decision Making (CDM) ASM/ATFCM/ATS process with advanced real time management of airspace configurations and continuous information sharing.

o Actors: NM, ANSP,FABs,AO,Military. Expected benefits Airspace users gain a significant improvement to flight efficiency and cost reductions based on a more efficient availability of airspace. The full implementation of Advance Flexible Use of Airspace and Airspace Management, is expecting to provide savings in the order of 10000 NMs per day.

5.5.3 Airport and TMA Network Integration (enabler for SO6) Scope of the project This project is to consolidate the operational relationship between the actors involved in airport and network operations. It includes the minimisation of airport disruptions and delays, in particular in adverse weather situations, the setting-up of collaborative processes contributing to improved airport and TMA operations – and consequently


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airport and TMA performance – and to better coordination with ATM operations, thereby also having a positive impact on network performance. The cooperation between the NM and airports will be improved through better information exchange thanks to coordinated planning, facilitated by the implementation of airport operations centres at the largest airports and the gradual implementation of Airport Operations Plans (AOP) and Network Operations Plan (NOP) data exchange. The project addresses the activities of the Network Manager, which consolidate the operational relationship between the actors involved in airport/network operations, during RP2. It includes: initiatives aimed at minimising airport disruptions and delays, in particular during adverse conditions and the setting-up of collaborative processes and tools aimed at improving airport and TMA operational integration and at coordinating them better with ATM operations, thereby positively impacting network performance. Since several years the NM Airport Unit has been supporting stakeholders in the implementation of high level projects, such as A-CDM. Making use of SESAR and other R&D projects, NM will continue to support the implementation of various concepts in full coordination and collaboration with our stakeholders, e.g. resilience during bad weather through Enhanced Information Exchange between the NM and Airports as well as concepts like RECAT-EU or Time-Based Separation (TBS), for the purpose of making best use of the existing infrastructure and releasing latent capacity. The efforts are focused on building a complete network, which includes the efforts in positioning the European network in the global perspective for instance when it comes to the acceptance of European standards. NM, in coordination with Airport Operators, States, Airspace Users, FABs and ANSPs, ensures a harmonized implementation and planning to the benefit of the airspace users. It is this well established relationship that the future project aims to build on in its objective of having a positive impact on network performance. Therefore most deliverables that NM will provide will consist in assisting stakeholders’ projects implementation, where NM is not in a driving position. Project Objectives The project addresses the following key objectives:

OBJ1 - Improve capacity planning both for TMA and airports

Improving capacity planning – i.e. maximising the use of available capacity – includes two underlying objectives: better anticipating Airport capacity for the most congested airports; and better integrating the Network and Airport planning processes and tools. This can be achieved through the combination of several solutions: A-CDM and AOP implementation at the major airports, and the integration of the NOP and AOP processes.

OBJ2 - Improve operations predictability through information sharing

Improving operations predictability requires timely information exchanges when changes occur compared to plan in the pre-tactical and tactical phases. This can be achieved through a combination of means such as: alerting on inconsistencies between the flight plan and the airport slots; developing the communication between airports and the NM, through A-CDM and Advanced Tower projects and by


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accelerating DPI deployments. NB: TTA will also contribute to predictability but will be delivered through the CTM project.

OBJ3 – Improve performance driven CDM in tactical operations

Improving the collaboration between airports and network operations - starting with the provision of relevant airport information to airspace users.; Ensuring an harmonised deployment of collaborative processes supporting Airport/Network integration across the Network – by providing implementation support to the Airport Operators, Deployment Manager, ANSPs, FABs, NSAs, EASA, and airspace users; Minimising the impact on the network of disruptions at airports through timely notifications by the airports and CDM between NM/ATC/APT; Implementing A-CDM, Advanced Tower projects and DPI as enablers of decision making in tactical operations as well as interaction through APOC and NMOC.

OBJ4 – Improve flight efficiency / environment friendly operations in airports & TMA

This objective also means: minimising airport arrival delays, taxi times, and impact of weather on airport operations; and by improving vertical efficiency in TMAs through CDO and CCO. PBN implementation in the TMA will also contribute to this objective.

OBJ5 – Support Improvement of airports’ throughput

This can be achieved by: minimising airport arrival delays, taxi times, impact of weather on airport operations (the Airport Capacity Enhancement (ACE) methodology refers and can be made available, where needed); and by improving vertical efficiency in TMAs through CDO; by maximising runway capacity through improved arrival and departure management and by improving airport surface traffic management. PBN implementation in TMA will also contribute to this objective as well as the implementation of RECAT-EU, and TBS.

Strategic Fit The Project fully addresses the NSP Strategic Objective SO6 - Integrate airport and network and ensures a close links to the Strategic Objective SO5 - Facilitate business trajectories and Cooperative Traffic Management. Each SO action matches to an exact deliverable. Work Packages and Deliverables

Improve flight plan/airport slot consistency

This deliverable will enable the correlation between flight plans and airport slots. Delivery date: 2017.

Improve NM/Airport/ATC operational partnership, starting with the

integration of AOPs into the Network Operations Plan

This deliverable will support the implementation of APOCs at 10 major airports. Delivery date in phased deliveries between 2016 and 2019.

Implement the Advanced Tower concept (tower with DPI messaging)

This deliverable will support the implementation of 50 Advanced Towers.


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Delivery date in phased deliveries between 2016 and 2019.

Implement full Airport CDM

This deliverable will support the implementation of full A-CDM at 42 European airports. Delivery date in phased deliveries between 2016 and 2019.

Deliver Airport/TMA efficient operations, in all weather conditions

This deliverable will support the:

• Implementation of Continuous Descent Operations (CDO) at 200 airports in total.

• Implementation of RECAT-EU at 5 airports in total

• Implementation of Time-Based Separation at 5 airports

• Implementation of 10 deployments of Target Time of Arrival (executed by the Co-operative Traffic Management project and Performance Based Navigation).

Delivery date in phased deliveries between 2016 and 2019.

Improve airport surface traffic management, in particular during adverse

weather conditions

This deliverable will support the implementation of enhanced functions of surface traffic management (A-SMGCS) at 10 airports. Delivery date in phased deliveries between 2016 and 2019. Benefits The project will contribute to smoother and more cost efficient operations within the network. The coordination and exchange of operational information with airports will lead to an improved awareness of constraints which then can be used for improved planning, enhancing network predictability. It will help to organise and plan operations in an improved manner to reduce the application of ATFM measures – especially through Cooperative Traffic Management procedures - with reduced overall delays. Implementation of traffic management tools and improved navigation performance will enable better traffic flows, bringing efficiency improvements and enabling better management of environmental impact.

5.5.4 Cooperative Traffic Management (enabler for SO5 and SO6) Scope of the project Cooperative Traffic Management is the collaborative process of determining and implementing optimal solutions for network operations through continuous


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information sharing of individual and local preferences, by cooperation between actors in the planning and execution phases of ATM. The CTM strategic project comprises of 5 component projects, namely:

Flight Plan Predictability: aims to improve traffic predictability for the benefit of network performance, through reduction of over-deliveries and ‘intruders’ by improved adherence to the last filed flight plan, while recognizing the continued need for (managed) flexibility.

The Short Term ATFCM Measures (STAM) project aims to reduce the impact of ATFCM measures on network performance through the delivery of a complete package of system support and operational procedures, to enable, in a harmonised way, the application of targeted ATFCM measures (coordinated throughout European airspace) on the day of operations.

Target Times Operations aim to improve the delivery of traffic and to reduce the shortcomings of CTOT (which are restricted to the departure phase only) by extending the management of time-measures into the ATC execution phase, located at the constraint itself. With target times all actors have a common measure in case of time-managing a constraint

Support to (extended) Arrival Sequencing aims to offer effective support to ATC’s arrival sequencing processes, either directly by improving predictability and smoothing the arrival sequence, or more indirectly to en-route ATC in the case of extended AMAN procedures. The project also addresses the interface of (extended) AMAN processes with network and local DCB processes.

User driven Prioritisation project aims to support Airspace Users to optimise departure sequences for flights affected by network constraints.

Project Purpose The purpose of CTM Strategic Project is to support capacity, flight efficiency and

cost-efficiency performance improvements required in the context of the SES RP2

performance targets.

The CTM Strategic Project addresses the interface between ATFCM and Tactical

Capacity Management and intends to reduce the gap between planning and

execution phases.

Strategic Fit

The CTM Strategic Project contributes directly to the following NSP Strategic Objectives:

SO5: Facilitate business trajectories and cooperative traffic management

SO6: Integrate the airport operations into the network operations.

Project Objectives

The CTM Strategic Project aims to optimize the delivery of traffic through a cooperative approach between Network, ATC, Flight operations and Airports, and the introduction of time based processes that facilitate a smoother and more predictable sequencing of flights into ATC sectors and Airports. This involves the development and implementation of activities in 5 broadly defined areas of work (referred to in the document as sub-projects), namely:

Short Term ATFC Measures (STAM)

Improved Predictability and Flight Plan Adherence

Target Times Operations for ATFCM purposes

Support to Arrival Sequencing


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Initial UDPP – Slot swapping

The CTM Strategic Project aims, through the principles of dynamic DCB, to:

Minimise ATC constraints on individual flights,

Increase cost-effectiveness, e.g. improved planning leads to better use of

ATC resources,

Further reduce the need for ATFCM regulation, i.e. reduce the need for

measures such as departure ATFM slots (CTOT) or re-routings

Improve operational flexibility for aircraft operators by optimising the

departure sequences.

Where ATFCM measures are still required, the accuracy and predictability of their execution will be increased, supporting a more effective ATFCM system with less ATM constraints on AO flight operations. The higher predictability and time based approach will also allow a more coherent approach to ATFCM processes and network support to arrival sequencing which, will benefit arrival efficiency and the ability to support specific sequencing requirements.


STAM phase 1 (procedure based STAM)

Basic STAM implementation (procedure based)

Wider application of existing STAM techniques using available system support, for local and network performance benefit

ongoing NM, ANSP, AU

STAM phase 2 (system based STAM)

Scenario Management

Facilitate implementation of scenario's measures

Mar-17 NM, ANSP

Network Impact Assessment

Impact assessment of the proposed STAM measure on network performance

Dec-17 NM

Enhanced monitoring techniques

Local detection of expected overloads through the use of enhanced monitoring techniques, such as occupancy counts and complexity assessment, and continuous monitoring and assessment (also at network level)

Dec-17 NM, ANSP

What-if functionality for local (draft) measure

For local actors to validate the results of draft measures, before sharing the proposed measure for coordination and network impact assessment

Dec-19 NM,ANSP

STAM System based coordination

Deployment of the STAM coordination process (system based), involving all actors. It includes integration, interfaces with local tools

Dec-19 NM, ANSP, Airports, AU

Flight Plan Predictability

Flight Planning to minimise need for tactical deviations

Improve aspects of flight planning that reduce need for tactical deviations from that flight plan, including better access to ATC constraints and late FPL updates

Dec-16 NM, AU

Reduced tactical deviations from filed Flight Plan

ATC and Pilots only deviate from filed Flight Plan for specific operational & safety reasons, as needed to reduce downstream impact (intruders, over deliveries)

3-step: 2016-2017-2018

ANSP, AU


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Managed flexibility

Improve handling of required deviations from the FPL, through ATC what-if tools, common ATC procedures for unexpected traffic, and use of AFP messaging

Dec-16 NM, ANSP

Predictability Performance Indicator

Definition and managing Predictability Performance Indicator

Ongoing NM

Target Time operations

Operational procedure to TT

Agreed operational concept and operational procedures support TT used by ATFCM processes

Dec-16 NM, ANSP, AU

Use of Target Time to support ATFCM process

Improved (4D) traffic predictability by cooperative effort from AOC, ANSP, Flight Crew and ATCO to better manage delivery of traffic in regulated or hotspot sectors, using initial time based ops

Dec-18 NM, ANSP, AU

Network Support to (Extended) AMAN

Optimised flight data supporting ATC extended AMAN processes

NM provision of enhanced EFD as required to support ATC extended AMAN processes

Mar-17 NM, ANSP

Integration of extended AMAN measures in NM flight profiles

integration by NM of ATC extended AMAN measures in flight profiles, to allowing more accurate profiles for NM, ANSPs and Airports

Mar-18 NM, ANSP

NM support to enhanced AMAN processes

NM support to ATC extended AMAN processes addressing multiple AMAN requirements and optimising network performance

Dec-21 NM, ANSP, AU, Airports

Enhanced Slot swapping – towards UDPP

Optimized departure sequencing within airlines group

Improved flexibility to AU's to optimise departure sequences for regulated flights, within the same group of airlines (alliance)

Dec-17 NM, AU

Benefits

The use of Occupancy Counts for STAMs by some FMPs has seen significant reductions in ATFCM delay. Wider deployment will further minimise the need for regulations. System supported ATFCM coordination processes will ensure adequate involvement of all operational partners in establishing measures where still required. Improved predictability, required to effectively execute ATFCM measures, will increase ATC confidence in ATFCM planning allowing a reduction of capacity margins

5.5.5 Flight Plan and Flight Data Evolutions (enabler for SO5) Scope of the project The objective of the project is to ensure and co-ordinate the gradual implementation, in a harmonised way, of the processes and systems required to elaborate and to


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share the 4D trajectory information for planning purposes, enabling better quality ATM planning across the European ATM Network. The project will provide a first step towards SESAR Trajectory-Based Operations and will also incorporate ICAO FF-ICE developments. To achieve a common trajectory for ATM planning purposes, the Flight Plan and Flight Data Evolutions project will pursue improvements in three main areas: quality and completeness of input information, the trajectory calculation method, and sharing of the results. The trajectory information will provide a common view on planned trajectories to the various Stakeholders to be used to fulfil their different responsibilities. The shared information will support both on-line planning for short term and tactical planning, and off-line activities such as simulations for long term planning. The calculated end-to-end trajectory and its updates will address the needs of all actors involved at regional, sub regional and local levels, including those associated to military operations.

The scope of the project may evolve as the needs of States and the role of NM both in the implementation of Flight Object and FF-ICE/1 in the ICAO EUR region will be determined.

Objectives The main objective of the project is: OBJ1: To implement improvements to flight planning to allow processing and distribution of 4D trajectory information, in line with PCP implementation requirements, ICAO requirements and based on SESAR findings.

As such it will determine the European requirements and the resultant detailed deployment with regard to the implementation within NM systems and services of the

FO

Military

Operators

Other Global Regions / ANSPs Outside EUR

Region

EUR Region

ANSPs

Network

Manager

AOs/CFSPs FF-ICE (EFPL,

FIXM)

FF-ICE (EFPL,

FIXM)

OAT

FPL


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procedures and processes related to FF-ICE Phase 1, Extended Flight Plan, Flight Object, EPP and OAT flight plan integration and distribution. Additional project objectives are:

OBJ2: To support the deployment of the associated Stakeholder implementation in Europe

OBJ3: Improve ATFM and flight planning through a better use of the enhanced flight capability information.

Strategic fit The project is a key contributor to the NSP Objective ‘SO5 – Facilitate business trajectories and cooperative traffic management’, and fully addresses the NSP Action SO5/1 It also contributes to the

NSP Objective ‘SO2 – Deploy interoperable and effective information management systems, and more specifically to the Action SO2/4, through the FF-ICE/1 implementation

NSP Objective ‘SO4 – Plan optimum capacity and flight efficiency’, and more specifically to the Action SO4/2

NSP Objective ‘SO5 - Enable 4D trajectories at planning level, in cooperation

with airspace users and ANSPs

NSP objective ‘SO10 – Prepare for RP3 and beyond’, as it will develop the maturity of new flight data / flight plan formats that may then become candidates for technological deployment in RP3.


Extended Flight Plan (FF-ICE/1 Step 1)

Delivery date: 2017-2018

This phase will implement the Extended Flight Plan (EFPL) as it has been developed up to present time within SESAR. In practice this means primarily the inclusion of the planned 4D trajectory of the flight as well as flight performance data. The NM systems and ENV static data will be modified in order to gradually integrate the EFPL data within the NM systems, with the aim to align the AU flight trajectory with the flight trajectory used by the NM for flight plan validation and distribution as well as to demand information for ATFCM operations. The relationship between the ICAO Field 15 route information and the corresponding 4D trajectory included in the EFPL will be established.

Initial focus will be on the exchange of trajectory related information between AU/CFSP and NM.

The current NM B2B format will be replaced by the FIXM version corresponding to FF-ICE/1 (FIXM 4.0), effectively migrating the EFPL to FIXM and the ICAO eFPL.

This first phase will therefore provide similar functionality to that which is available today via B2B (use of 4DT and performance data) but with the addition of FIXM format and the Global Unique Flight Identifier (GUFI) which will be implemented in accordance with internationally agreed procedures and format, to support the automated negotiation processes which will be implemented in the next phase.


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FF-ICE/1 Step 2

Delivery date: In stepped approach from 2018 till end of 2023.

This deliverable aims to implement the first step of the FF-ICE (FF-ICE/1). It encompasses the adoption by NM of the new ICAO provisions related to FF-ICE and the implementation of requirements from member States in support of their developments in relation to FF-ICE deployment. It includes the adoption by NM of the FF-ICE ‘Planning’ process which enables the Airspace User to provide early or preliminary flight plan data and to receive from NM an indication of the validity of the proposed route/trajectory and an indication of all constraints affecting the flight. If necessary the AU can engage in a systematic dialogue or negotiation to determine the route/trajectory that best suits his business criteria for the flight. Such a process will provide the AU with the ability to plan the flight more efficiently taking business needs into consideration and will provide ATM with improvements in terms of demand accuracy and can facilitate capacity management initiatives to address the demand. The current IFPS Operational Reply Messages (ORMs) will be redefined to take into account the progressive and collaborative flight plan acceptance process. Collaboration and feedback from ANSPs external to the EUR region will develop, which, by definition, will enable the development of collaborative flow management functions in the pre-tactical planning context for long-haul flights, where feasible. The IFPS provision of flight plan data to the ANSPs will be updated to take into account new inter- and intra-regional flight coordination processes (FF-ICE and/or ED133) and the progressive flight plan acceptance process. NM will provide a translation service and the ability to distribute to the ANSPs in the appropriate format and via the appropriate interface (B2B, AFTN, AMHS, FO) ensuring consistency is maintained within this mixed mode environment which is expected to last for many years in the global context.

Flight Object and ATC/NM Interoperability

Delivery date: In stepped approach from 2018 till end of 2023 This deliverable aims to implement new and/or adapt the existing procedures related to the exchange of information between NM and ATC. It addresses feedback from ATC concerning planned trajectories or required modifications and subsequent actions or responses from NM. Its initial focus will be on pre-departure feedback, but it will also include post-departure updates and any modifications that may be required to existing flight progress messaging processes. Flight Object developments will therefore be considered within this development phase.

OAT flight plan integration

Delivery date: In stepped approach from 2018 which will end in 2023

This work package includes the implementation of reception, processing and distribution, by NM systems, of flight plans for flights that operate as OAT.


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Integration of EPP data

Target delivery: end 2023

This deliverable addresses the integration and sharing by the ground systems of the EPP information downloaded from the aircraft, thus ensuring a consistent view on the flight trajectory between air and ground systems.

Quality of airspace and flight plan data

Target delivery: from 2015 end 2023. This deliverable targets the development of requirements and procedures for sharing airspace and FPL trajectory data between NM and other non-EUR States.

Expected benefits

High fidelity traffic demand resulting from enriched and coordinated trajectory information, including aircraft performance data

Improved flight efficiencies through the incorporation of preference and constraint information enabling more informed choices

Enables introduction of new concepts of operation and new functionality such as, but not limited to, advanced PBN which may not be supported by the current flight plan format

Significant savings by the ANSPs in being able to plan their migration on the basis of the support provided by NM

Interoperability and data exchange between Europe and other adjacent Regions to improve traffic predictability and airspace capacity utilisation in Europe

OAT integration is expected to enhance the processes associated with determining demand, enabling better resource allocation in support of advanced FUA

Better traffic predictability for better anticipation of traffic clustering and definition of dynamic Demand Capacity balancing solutions

More accurate input to (Extended) arrival management processes

Airspace Users and Airport Operators access to more accurate flight information for local planning purposes.

5.5.6 European ATM Information Management System (EAIMS) (enabler for SO2)

Scope of the project The European ATM Information Management Service (EAIMS) project aims at deploying the system and associated services that will act as the reference source of aeronautical information for pan-European, FAB and national systems covering ASM/ATFCM/ATC, flight and airport operations. Through EAIMS, the end user will be provided access to all the required, consolidated, consistent and operationally validated data in a seamless, secure and standardised way from a single access point.


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The EAIMS will also replace the current European AIS Database (EAD) and will extend the current EAD scope in terms of both data and functionality. EAD is used by more than 300 ATM organisations in the ECAC area and beyond, as a source of AIS data or as a tool to manage their AIS data. EAIMS will migrate and improve the existing EAD services (Pilot Briefing, AIP production, charts, etc) using the yellow SWIM Profile (over the Public Internet or NewPENS) as well as maintaining simultaneously the legacy messaging exchanges data (e.g. AFTN, AMHS …). It will in addition implement the following new services:

- Delivery of high quality Aeronautical information on request. Filtering will be

possible by feature type, name and an advanced filter with spatial, temporal

and logical operators

- Delivery of Aerodrome mapping data and Airport Maps

- Management of Digital NOTAMs.

EAIMS will complement the AIS data with the data needed operationally by NM and other ATM stakeholders (e.g. ANSP) as well as by the future Flight Object and will provide a complete and coherent set of ATM data as the foundation for Flight Object Interoperability (the IOP View below). The scope of the project includes the procurement of the system that replaces the current EAD, its integration and tests with external Stakeholders and its deployment at central level to start operations. It also includes the adaptations of NM systems required to cope with the new aeronautical information exchange services. The system will be the primary source for the AIS data, aircraft characteristics and performance data, and MET data. The EAIMS component implemented in NM systems will be based largely on an evolution of the existing NM CACD system and will be the primary source for ATFCM/ASM specific data. The full EAIMS scope and functionality will be available to the data users through a combination of resources from the system to be procured and from NM systems providing a coherent unique view for each data. Figure 1 below provides an overview of the upstream (data originators) and downstream (operational data users) integration process leading to the creation (and the continuous update) of the IOP View. This process will take into account the feedback from the operational validations and will be reinforced through a system-supported mechanism of handling data inconsistencies (data issues/data resolution). The colours reflect the apportionment between the system to be procured (green) and the adaptations to NM systems (blue).


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Fig 1: EAIMS upstream and downstream data integration

Objective

The main objective of EAIMS is to deploy the reference source of aeronautical information to cover the ATFCM/ASM, ATC, Airports and Airspace User’s operational needs. This will enable the seamless integration of the upstream-downstream processes and provide services/tools enabling AISPs to fulfil their ICAO and Single European Sky (SES) obligations, such as compliance with the Aeronautical Data Quality (ADQ) Regulation, and Flight Operations community to maintain necessary data. In order to achieve the above objectives, the state-of-the-art services and supporting systems, compliant with System Wide Information Management (SWIM) concepts will be deployed. Whilst implementing new generation systems, the EAIMS will take into consideration the legacy systems to ensure a smooth migration and transition to the new service.

Strategic fit The project is a key contributor to the NSP Objective ‘SO2 – Deploy interoperable and effective information management systems’, and fully addresses the NSP Action SO2/5. The project is an enabler to the NSP Objective ‘SO5 – Facilitate business trajectories and cooperative traffic management’, and more specifically to the Action SO5/1, by providing the context data that allows building the shared 4D trajectories and, in particular, the implementation of the Flight Object specification. By bringing a shared view of the ATM context information, the project also contributes to the following NSP objectives:

SO3 – ‘Implement a seamless and flexible airspace enabling Free Routes’

SO4 – ‘Plan optimum capacity and flight efficiency’


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Work Packages and Deliverables The development of the EAIMS is structured in two main streams corresponding to its two high-level components: a new system being procured and the adaptations of NM systems. The latter are centred on the deployment steps of the n-CONECT project which will provide the technical enablers required for the new SWIM-compliant B2B and B2C services. Following are the work packages: EAIMS CFT (2015 - Q1 2017) The deliverables of this WP are the EAIMS specification and eventually the contract to be signed with the future EAIMS Contractor. The Contract will cover the development of the EAIMS Demonstrator (Phase 1) as well as the optional operations phase (Phase 2 - subject to further approvals). EAIMS Demonstrator (Q1 2017 - Q1 2020) The EAIMS Demonstrator will cover the development of the full EAIMS functionality to the level of maturity required to start operations. It will include prototyping activities, integration with NM releases, verification and validation activities with participation of pilot operational users, including NMOC, and all activities required to set up and certify the future EAIM Service. The CFT will contain clear compliance and acceptance criteria for the EAIMS Contractor. At the end of the Demonstrator phase, the EAIM Service will be ready for initial operations with a set of pilot operational users (ANSPs and others) including NMOC. Adaptations to NM systems for EAIMS (2015 - Q1 2020) This work package includes all adaptations to NM systems that are required to enable the future EAIMS in accordance with the roadmap below. Those adaptations include:

EAD/CACD alignment and processing of data in NM systems;

VFR flight plan processing and world-wide addressing by NM systems to

support the ARO briefing functionality;

Data model adaptations in NM backend systems;

Construction of the IOP View in NM systems and the implementation of the

corresponding workflow.

Deliverables and work packages of the n-CONECT project are detailed under the corresponding heading. EAD migration to EAIMS (2019 - 2021) This package groups the activities which are required for migrating users from the current EAD to the new EAIMS. The actual migration starts before the start of operations of EAIMS with preparatory activities and with the migration of the pilot operational users. It includes training, certification, data migration, testing and validation. The legacy EAD system will continue to exist and be supported until all EAD clients will have migrated to EAIMS. This migration is expected to last up to two years from


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the start of operations of EAIMS; however the objective of the Transition Plan (to be developed in coordination with stakeholders) will be to reduce this period to the minimum. Legacy technical interfaces will be supported as needed. EAIMS operations (as from Q1 2020) The optional Phase 2 (operations) of the EAIMS Contract will be activated following a positive result of the required cooperative decision making process and will consist in the operations of the EAIM Service governed by the contractually binding Service Level Agreement (SLA). The SLA will include clear performance indicators and performance targets tuned following the EAD experience. Further enhancements of the system will continue as part of the regular evolutionary maintenance activities during Phase 2. Once all EAD customers would have migrated to EAIMS, EAD will be decommissioned and EAIMS will achieve its full operational capability. The figure below summarises the agreed EAIMS Roadmap which is synchronised with the planning of the n-CONECT project.

Figure 1 EAIMS Roadmap

Expected benefits The EAIMS will deliver a consistent, accurate and up-to-date ATM context data set. It will provide reliable access to this common source of pertinent information, with the following safety, security, operational and efficiency benefits:


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Support AISPs in fulfilling their ICAO and SES obligations, such as stated in the

Aeronautical Data Quality (ADQ) Implementing Rule (IR) EC 73/210 and its

foreseen evolutions;

Support ANSPs or AISPs in fulfilling their ICAO obligation (doc. 4444) in the

context of Flight plan handling, and providing enhanced briefing facilities (as

defined in ESSIP INF-04) to their ARO services;

Enhance briefing facilities, featuring Digital NOTAMs, weather data, and graphical

displays;

Enhance consistency and plausibility check of the data submitted by the ANSPs;

Improve airspace planning activities of ANSP prior to the Day of Operation so as

to enhance available capacity and reduce the need for airspace restrictions. It

also enables civil and military airspace users to adjust their seasonal plans in

order to improve flight efficiency thus reduce costs;

Improve the accuracy of the performance calculations done by AO’s and their

service providers, based on more precise dynamic data (such as temporary

obstacles, runway operational distances, weather parameters);

Enable consistent trajectory management between ATM actors in order to ensure

consistency of the trajectory calculations for the flight data interoperability by

providing common, up-to-date and consistent ATM context information. This will

have a direct impact on the ATCO workload and allow an increase of the usage

of available capacity by minimizing the delta between theoretical technical

capacity (100%) and real operational capacity due to safety margins applied;

Reduce the time and effort spent on identifying the 'right' data and doing local

adjustments to the data, when conflicts arise between different data sources by

providing a single access point to authorised ATM contextual data;

Increase consistency and quality of the ATM context data for all ATM actors

resulting in data fit for flight operations and airport operations through extensive

validation process. It improves synergies between the AIM and the ATM Flight

Operations communities;

Enable all ATM actors to carry out their duties effectively in order to deliver

added-value services and to support trajectory-based operations in line with the

SESAR concept

5.5.7 NM Ops service platform (n-CONECT) (enabler for SO2, SO4 and SO5)

Scope of the project

The n-CONECT (network-COmmoN Enhanced Collaborative ATM) programme, corresponds to the “NM Ops Service Platform” Strategic Project identified in the NSP (Network Strategy Plan), providing a global vision for the NM service interfaces.

The initial focus of n-CONECT is a planned convergence to single, redesigned HMI for all users, fit for purpose and flexible enough to meet the needs of the different user roles (both internal and external).

Through a sequence of projects, the programme will develop services and tools to:

ensure access to the Network view to all Stakeholders involved in evolution of NM functions and future ATM;


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make Network information & decision flows available to support operational CDM between different Stakeholders, across the Network and across the ATFCM phases; and

take advantage of new technologies (such as HTML5, COTS products for building the HMI).

In addition to extensive stakeholder consultation at a working level, visibility of the work in the NSP means that there will be discussion and agreement at highest level.

Objectives

The project aims at setting up a new NM operational collaboration platform and related processes which shall respond to the following objectives: OBJ1: Virtual Operations Room Improve Network situational awareness and increase operational CDM efficiency for all network stakeholders, through: better Network information sharing; facilitated collaboration between Network Stakeholders; better awareness of the Network situation that could impact Stakeholders’ operations; simplification of the HMI (making it quicker to use and to locate relevant information); increased interoperability; reductions in the need for manual interventions; improved connectivity between operational processes via the supporting tools, accessible through both desktop and mobile devices. OBJ2: Common HMI – “one-stop shop” for NM information and services Provide a common HMI for all Network Stakeholders (NMOC and external), customisable and flexible enough to meet the needs of the different user roles and different organisations’ ways of working. OBJ3: SWIM Implementation Enable the development of new SWIM-compliant B2B services and migration of existing services to SWIM standards as they become mature. OBJ4: Support the NM service interface requirements of the NM Strategic Projects Enable the timely implementation of the NM service interfaces required by the NM Strategic Projects, addressing both their functional and non-functional requirements, thus supporting the PCP deployment in the short term and paving the way for the longer term SESAR/Centralised Services evolutions. OBJ5: Improve User Satisfaction with NM Service Interfaces Improve the users' satisfaction through: improved consultation and providing them with an efficient & easy to use interface; improved delivery time by making n-CONECT application developers more productive and enabling new resources (internal and external) to be used; services becoming accessible also via mobile devices. OBJ6: Improve Customer Service Management Improve customer service management for NM services, for instance through knowing who is using which services, how often and via which means; enhanced service access control; better measurement of NM’s service delivery; improvement of NM’s service delivery; improvement of NM’s customer relationship management. OBJ7: Improve NM Cost-efficiency Deliver cost savings for NM– through: the rationalisation of the existing B2C interfaces (CHMI, EHMI, NOP Portal), solving the current issues of diverging


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interfaces and fragmented development; making n-CONECT application developers more productive and enabling new resources (internal and external) to be used with reduced learning curve; enabling more efficient customer management.

Purpose of the project

Since Release 12, NM has offered services based on internet technologies (NOP Portal, B2B Web Services) alongside other legacy interfaces (CHMI, EHMI). These service interfaces need to be enhanced to the level needed to cope with future requirements (e.g. coming from SESAR research, the initial deployments in the Pilot Common Project (PCP) and the introduction of the centralised services (CSs)).

The NM Strategy is to capitalise on the internet technology to deliver value to the business and to take into account the SWIM concepts.

In order to address the current issues of:

fragmented development of service enhancements according to user priorities within the NM work programme

diverging interfaces – EHMI, CHMI, NOP Portal

increasing Stakeholder dissatisfaction.

An NM programme with a concrete plan is required to manage the evolution and to ensure that it is done in line with Stakeholders’ expectations.

Strategic fit

The Project is a major enabler of the NSP Strategic Objective SO2 - ‘Deploy interoperable and effective information management systems’.

It addresses:

Most of the scope of the NM activities for SO2/1 Action ‘Extension of the current NM Operational Service Platform with development frameworks and enrichment of NM and stakeholder systems with the functionalities required to support the CDM processes and the SES requirements’ and related milestones; it excludes the work on the back-ends;

Most of the scope of the SO2/4 Action ‘Implement a service-oriented architecture in compliance with the European SWIM specifications to ensure interoperability in support of the Network Functions at central, regional or local level’ and related milestones; it excludes the work on the back-ends.

Evolution areas and Deliverables

This project will bring evolutions to the following areas:

Enhanced single NM service platform for existing services

Migration to new NM Operational Service platform

Migration to new platform, SWIM enabled and supporting profile management and publish subscribe mechanism

Operational use of single interface

Operational users will migrate from use of the existing interfaces (NOP Portal, CHMI, EHMI) to the use of single enhanced platform interface


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WEB-based B2B services for existing B2C functionalities

Provide operational users with B2B services corresponding to existing services, in a publish/subscribe environment. n-CONECT will provide the technical enablers, allowing other projects to develop these services

NM Service Platform in support of new services

Access to new Services through a single NM Service Platform Human Machine Interface

Enable development of new Human Machine Interface applications based on the operational requirements coming from the Strategic Projects of NM

New Web based B2B services corresponding to new services

Enable development of new B2B data exchange services based on the operational requirements coming from Strategic Projects of NM. To cover the evolution areas above, n-CONECT will deliver the following products and services: B2C interface

o Provision of single HMI for internal and external users (enabling the phase out of the existing legacy interfaces - CHMI, EHMI, NOP Portal, some Remedy applications, AME and PRFPL):

migration/enhancement of existing applications;

enabling the development of new applications.

o Front-end framework – for the development, testing and integration of HMI applications, addressing both desktop machines and mobile platforms.

B2B services

o Evolutions required to the B2B web services, taking account of new data standards, SWIM and the introduction of new communication patterns.

o B2B framework – for the development and testing of B2B services; also addressing new types of B2B services (e.g. publish/subscribe) and the SWIM technical profiles

Service management developments in support of both the B2B and B2C services, such as:

o Delegated user administration

o Access rights

o Service integration layer

o Service level management.

Expected Benefits

n-CONECT will:

improve the users' satisfaction (in particular FMPs & AOs) through improved consultation and providing them with an efficient & easy to use interface;

deliver cost savings through the rationalization of the existing B2C interfaces (CHMI, EHMI, NOP Portal);


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improve delivery time by making n-CONECT application developers more productive and enabling new resources (internal and external) to be used;

bring opportunities derived from new technological evolutions;

enable increased efficiency through better Network information sharing, facilitated collaboration between Network Stakeholders, awareness of the Network situation that could impact Stakeholders’ operations, simplification of the HMI (making it quicker to use and to locate relevant information), increased interoperability and reductions in the need for manual interventions;

provide improved integration and interoperability between operational processes via the supporting tools, accessible through both desktop and mobile devices; and

support risk management, for example the re-engineering of the service layer to make it more modular will improve service availability; B2B services can offer an alternative to some B2C services; and for some users, the fact that services offered over PENS can also be provided via the internet could constitute a backup solution.

Thus, the project will support all Network Stakeholders in achieving and delivering Network performance as expected.

5.5.8 Network Business Intelligence (enabler for SO2) Scope of the project This project will strengthen business and operational intelligence for the European ATM Network (‘network business intelligence’ or NBI for short), with a particular focus on the planning and performance review phases. Network operations will be supported by system-wide sharing of dynamic and archived ATM information from all stakeholders. The project will address all operational users’ needs, from planning through operations to regulatory and performance reporting and analysis. As a result, network business intelligence will be stronger by being more consistent, better integrated, broader-based, more rapid and more widely shared.

Business intelligence transforms the many data stores derived from internal and external sources (current and planned) into comprehensive historical, current, predictive and prescriptive views covering all aspects of the Network Management functions.

The development of a mature and comprehensive business intelligence capability will require:

A clear vision for network business intelligence and the strategies for achieving it

Clear policies on the accessibility and use of data and business intelligence, evolved to balance transparency and openness with an increasing need to compartmentalise access

A robust strategic and tactical governance of data and business rules

Sharing of all data among all stakeholders subject to conformance with suitably-evolved data security, access and appropriate use policies

Common definitions of master data and business rules among all internal and external stakeholders

An enhanced range of information exchange and broadcast technologies, supporting a move of reporting and planning closer to real time;

A data warehouse that integrates a rich range of ATM and related data, both well-structured data as now, and less-structured data in future;


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An agile development environment meeting business intelligence best practice and ultimately putting a richer set of flexible analysis tools in the hands of the user, covering the range of use cases from enterprise-level reporting, to targeted data science;

Coordination between the developments of the NM operational and business intelligence systems, through an architecture that clearly exploits the best of both to meet the network need;

Continually-improved forecast methods and tools to exploit this information and to provide a more integrated set of predictive analytics and other ‘big data’ techniques across the range of traffic and performance measures.

Project Objectives Like the other network strategic projects, this project has the overall objective to improve network performance, in the widest sense. It has two main objectives: to improve planning & analysis; and to reduce costs. OBJ1: Improve Planning and Analysis Description: Make the process of planning and analysing network operations more effective.

By ‘more effective’, here we mean the following sub-objectives:

The project will provide a better overall picture of the situation, in the sense of bringing together data in a more integrated way in tools which improve the user’s ability to review and plan, compared to the current day

The project will enable sharing of the picture by broader groups, and hence a more complete exploitation of the available data

The project will ensure more robust quality of data, including clear, shared definitions, clear responsibilities, ownership and governance, and traceability between data and products

The project will allow users to get a more rapid response, by reducing the time from question to answer, and by ensuring that data are available in the timely manner – whether that is integrating new data, ensuring the availability of relevant data, and keeping data up-to-date

The project will provide a better user experience of business intelligence tools by increasing the relevance of what is presented, by improving the clarity and explanations, and increasing the consistency of the look and feel.

OBJ2: Reduce costs

Description: Reduce the long-term ownership costs of the BI system.

This has a number of sub-objectives:

The project will ensure more synergies between BI systems, including common ways of working, reductions in duplication of processes, data and functionality, and overall fewer tools. In particular, this objective targets overlap in the current BI system, such as between NMIR and PRISME BI reporting.

The project will aim for lower lifecycle costs, looking for long-term cost efficiency, as opposed to building tomorrow’s costly legacy systems, today;

The project will save staff time if it allows users to use tools and share analysis more easily, to automate manual reports, and to prioritise reporting (reducing the amount of data presented);


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Strategic Fit The project is triggered by the Network Strategy Plan within the Reference Period 2015-2019 and contributes to the following NSP Strategic Objectives:

SO1: Manage performance through ‘network-minded’ decision-making

SO2: Deploy interoperable and effective information management systems

SO10: Prepare for RP3 and beyond.

Work Packages and Deliverables There are two main groups of deliverables: those concerned with the management of the data which sits within the BI system; and those concerned with the delivery of business intelligence to the users.

Information Governance

This deliverable is about long-term data governance; it includes the development of a master data management tool, business intelligence procedures and rules.

Delivery date: in sub-deliveries with a stepped approach from 2015 till 2017.

Business Intelligence Infrastructure

The main deliverable of the project overall is the updated BI system. Developed iteratively, there will be early, easier quick wins that make available existing functionality to a broader audience, but also longer-term, innovative developments. In the short term there are also some refinements and improvements to the existing datasets which will deliver value to a number of users in a number of tools. In addition to these deliverables, with an eye on the objective to deliver a long-term agile system with lower life-cycle costs, it is essential to establish the right platform architecture and to choose the right technology, so this is also part of this key deliverable.

Delivery date: in sub-deliveries with a stepped approach from 2015 till 2019.

Benefits

A single source of business intelligence accessible to all network actors

Increased awareness of performance issues and their underlying root causes

Better integration of planning and review

Elimination of duplication of data analysis applications

Significant reductions in internal and external data analysis costs

Shared network intelligence view including: internal and external, NM and other Agency, network design, strategic and tactical planning, ops, and post-operations performance

Broader and richer set of data sources, ensuring forecast continues to be the best achievable

Accelerated cycle of plan-do-review, e.g. ultimately moving to within-day performance reporting and planning.


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5.5.9 Sustainable Network CNS Infrastructure (enabler for SO8)

Scope of the project

This project identifies and addresses CNS Infrastructure related risks and opportunities with the view of supporting and possibly improving Network performance. The scope of the project has been defined in partnership with the CNS-Team, by selecting the most important CNS network areas to address the rationalisation and modernisation of a robust, interoperable and cost-efficient CNS ground infrastructure.

General Objectives

OBJ1: Address Network Performance CNS risks

Monitor Network Infrastructure in its elements critical to Network Performance:

o Identify risks to critical CNS Infrastructure elements o Define measures to mitigate the identified risks.

OBJ2: Harmonize CNS architecture changes and modernisation with the objective of improving Network Operational Performance.

Maintain as required CNS architecture understanding and propose evolutions to cope with future needs , to mitigate risks and to exploit opportunities

Using a Network approach, identify cost-effective terrestrial CNS Infrastructure solutions for the period until 2020. In particular address the SESAR deployment and the deployments of PBN applications

Identify and promote cost saving practices such as the use of common tools

Propose concrete improvement sub-projects based on CNS enablers to achieve improved operations.

Purpose of the project

The purpose of the project is to establish win-win partnerships with interested Stakeholders aiming at securing infrastructure performance according to the General objectives expressed above. The selected sub-projects are delivering clear added-value before 2020, are not overlapping with other projects (e.g. SESAR, etc.) and are allowing leading role to the Stakeholders for the implementation. Beyond the cooperative definition of actions, the NM role is to support impact assessments (e.g. in relation to Network Performance), and common deployment aspects.

Benefits

The project focuses on high added-value and priority areas of the CNS Infrastructure, where it brings clear network benefits, as agreed by the CNS-Team Members. It will mitigate the current network performance CNS risks, reinforce air-ground interoperability and improve cost efficiency of the European CNS Infrastructure.


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Strategic fit

This project responds to the Network Strategy Plan Objective SO8: Optimise CNS resource allocation and costs by:

Ensuring optimised and cost-efficient use of aeronautical radio frequencies

Modernising the CNS Infrastructure

Implementing rationalised and cost-efficient CNS systems and procedures.

The project addresses the network needs by selecting the priority sub-projects for implementation with all the operational Stakeholders concerned, making sure that the European CNS ATM Infrastructure is capable of supporting the network performance and addressing performance risks related to CNS Infrastructure.

Work packages and Deliverables

The following sub-projects that satisfy the Strategic Objectives have been selected by CNS-Team Members following a set of priority selection criteria:

Support to 8,33Khz VCS implementation

The purpose of this sub-project is to ensure a consistent approach and avoid fragmented implementation of the regulation EU 1079/2012 (8,33kHz VCS) which is required for an effective RFF NM function.

The objective of the project is, through assessments, analyses and delivery of supporting guideline documentation, to support the deployment of 8.33 kHz VCS below FL195 by Member States in the ICAO EUR Region by 2018, avoiding major impact on the Network performance and maximizing the spectrum benefit.

Key deliverables:

Consolidated plan of stakeholders VCS implementation plans

Network impact assessment of exemption

8.33 User’s Guide document and FAQ’s register

Investigation of radio equipment or implementation problems – on demand

Awareness material

Note: for more details regarding the activities related to 8.33VCS deployment below FL195, please consult the Scarce Resources, RFF section of this document (5.9.1.3).

VoIP implementation

This sub-project aims at an efficient use of Voice over Internet Protocol by harmonised and coordinated implementation for ground/ground and ground part of ground/air aeronautical communications, ensuring network benefits from VoIP implementation.

It ensures the timely replacement of Voice legacy implementations (ATS-R2, ATS-No5 ATS-QSIG, LB) on the telephony side and of the legacy ground part of the Air-Ground communications infrastructure with a global standardised solution able to support new operational concepts such as Dynamic Sectorisation, while ensuring the required performance and security.


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Key deliverables:

VoIP Implementation Status Report

VOTER test tool maintenance and evolution

ICAO DOC 9896 ed. 3 contribution on VoIP sections

AGVN database version adaptation to VoIP operational requirements

VoIP Security Implementation Guidance

Sustainability of 1030/1090MHz frequencies

The aim of this sub-project is to mitigate the risk of congestion of the 1030/1090MHz RF bands in areas of high density of both air traffic and ground surveillance systems. This risk already materialised in June 2014 in central Europe. Following this incident, EASA issued recommendations that need to be implemented by States and ANSPs; therefore those recommendations are a major input to the sub-project.

Key deliverables:

Measurement of 1030/1090 MHz RF bands/transponder occupancy in Europe.

Tool to measure 1030/1090 MHz congestion.

Procedure to verify compliance to EU1207/2011 Article 6

Procedure & tool to manage transmission approval on 1030 MHz

Guidance material on interrogator configuration

Enhancement of Surveillance coverage and data use

The aim of this sub-project is to identify parts of the European airspace where the lack of sufficient Surveillance coverage leads to operational constraints (in terms of efficiency, capacity etc.). It will then consolidate the local plans of the stakeholders and support the implementation of efficient Surveillance means (cooperative or non-cooperative) to address these constraints and improve the Network performance.

Moreover, the sub-project aims at further developing and standardising the use of aircraft derived data through the establishment and promotion of best practices currently in place or envisaged, thus enabling additional Network performance benefits.

Key deliverables:

Transition Plan

Guidance material and support documents

Network Impact Assessment Report

CNS Security

This sub-project addresses the security aspect of CNS systems (space, on board, on the ground), including hardware, software, and their connectivity, data and data processing. It includes a generic security risk assessment on CNS systems, supporting regulatory compliance and providing additional resilience to the ATM/CNS network, thus improving business continuity.

Key deliverables:

Generic integrated CNS security threat and risk assessment

Integrated CNS security implementation requirements and roadmap.


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Indicative milestones

o Phase 1 (completed) – Up to Q2 2015: Scoping phase - Project

description, selection and prioritization of sub-projects. Setting of

targets and areas of applicability for the sub-projects.

o Phase 2 (finalised)

Until 31.12.2015: Establishing partnerships between

Stakeholders.

o Phase 3

Q1 2016: Launch of the selected sub-projects

Q2 2016 to Q4 2018: Delivery milestones of the selected sub-projects,

achievement and confirmation of the achieved network benefits.

Participating stakeholders

The scope of the Support to 8,33Khz VCS implementation sub-project covers all EU member States and consequently all concerned stakeholders within these States, as mandated by the EU regulation 1079/2012.

In addition, the following CNS-T organisations have committed participation into the various sub-projects: ANS CR (CZ) / Belgocontrol (BE) / DFS (DE) / DHMI (TR) / DSNA (FR) / EANS (EE) / ENAIRE (ES) / ENAV (IT) / HCAA (GR) / IAA (IE) / IATA / LGS (LV) / MUAC / NATS (GB) / NAV PORTUGAL / Oro Navigacija (LT) / UK CAA (GB)

5.6. Airspace Structure Optimisation

The Regulation on implementing the ATM network functions describes the European Route Network Design (ERND) Function, so as that it shall:

a) Achieve a European Route Network Improvement Plan for the safe and efficient operation of air traffic, taking due account of the environmental impact

b) Facilitate, within the European Route Network Improvement Plan, the development of an airspace structure offering the required level of safety, capacity, flexibility, responsiveness, environmental performance and seamless provision of expeditious air navigation services, with due regard to security and defence needs, and

c) Ensure regional interconnectivity and interoperability of the European route network within the ICAO EUR Region and with adjacent ICAO Regions.

The development of the European Route Network Improvement Plan relies on a cooperative decision-making process. The European Route Network Improvement Plan forms part of the Network Operations Plan.

Member States remain responsible for the detailed development, approval and establishment of the airspace structures for the airspace under their responsibility.

Currently, airspace improvement initiatives are discussed and coordinated at network level through the NM CDM process for the ERND Function that includes the Route Network Development Sub Group (RNDSG) of the Network Operations Team (NETOPS). Members of the RNDSG include States, ANSPs from the entire European zone and some adjacent States, FAB representatives, airspace users, military organisations, ICAO and flight planning service providers.

An optimum performance at European ATM Network level means finding the correct balance between capacity and flight efficiency. When delays are high, users focus on


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capacity and urge actions to be taken for delay reduction. When delays seem to be under control, focus swings back to flight efficiency, as it did in 2008, when the global recession was compounded by a sharp increase in the cost of fuel, leading to users preferring to take a relatively short delay rather than a longer reroute or a lower flight level. High delays in 2010 saw a swing in the other direction, with users focussing once again on delay reduction, while good ATFM delay performance in 2012 with high fuel prices re-directed the attention of the airspace towards horizontal and vertical flight efficiency. Even though the oil prices plummeted by over 50% in the second half of 2014 and continued to drop by the end of 2015 to the lowest level in the last ten years, the users’ focus did not shift away from the flight efficiency. Flight efficiency remained to play a pivotal role in the airlines’ operational efficiency.

Flight efficiency was hampered in 2015 by relatively large number of crises either within the ECAC area or in the immediate neighbourhood.

A developing and improving airspace structure is not only contributing to the improvements in the area of flight efficiency, but it is also crucial to the provision of additional capacity. However, the creation of additional routeing options does not necessarily increase either - unless all options are available to the airspace users.

Full integration of all operational planning processes has been achieved, including the creation of stronger links between airspace design and the intended use of the new airspace structure. The RNDSG, the RAD Management Group (RMG), the ATFM Environment database coordinators and the Flow Management Position (FMP) managers work closely together to ensure early coordination of airspace design and airspace utilisation.

5.6.1 En-route Airspace Enhancements

The European Route Network Improvement Plan (ERNIP) package was approved in 2012 by the Network Management Board. Its Part 2 – European ATS Route Network (ARN) Version 2016-2019/20 containing the Catalogue of Airspace Projects to be deployed over the period 2016-2019/20 is currently under preparation and will be

AAS

(pan-European network)

Long Term Projects

Pan European Network

Short and Medium Term

Projects

VST and ARN V6

SEE FABA

Central European

FAB initiative

State proposals

NUAC

BLU MED

Regional Focus

Groups

DANUBE

FAB CE

RNDSG ROLE

•Regular FAB briefings

•Current developments

•Share best practice

•Project synchronisation

•New ops concepts

•Consolidate AAS network

•Inter-connectivity

•Complete network view

•Derive new projects

•Derive new ARN Versions

AAS


Long Term Projects



Projects

VST and ARN V6

FAB

INITIATIVES

State

proposals

Regional

Groups

RNDSG ROLE





•New ops concepts






AAS


Long Term Projects



Projects

VST and ARN V6

SEE FABA

Central European

FAB initiative

State proposals

NUAC

BLU MED

Regional Focus

Groups

DANUBE

FAB CE

RNDSG ROLE





•New ops concepts






Rolling Improvement

plan for the European

Network (3-5 years)

Planning

European Network

Short term

Annual deployment plans

FAB

Proposals

National/local

proposals

Sub-Regional

proposals

RNDSG Role

Consolidated European network

•Common ops concept

•Common design principles


•Network consolidation

•Network inter-connectivity



•Support to development

•Stakeholders coordination

•Stakeholders commitment

•Input to ICAO

Consultation/working arrangements

Meet Network Performance Targets

Adjacent areas

proposals

Network

proposals

Network Performance Targets

Other

stakeholders

proposals

Airspace users

proposals

AAS


Long Term Projects



Projects

VST and ARN V6

SEE FABA

Central European

FAB initiative

State proposals

NUAC

BLU MED

Regional Focus

Groups

DANUBE

FAB CE

RNDSG ROLE





•New ops concepts






AAS


Long Term Projects



Projects

VST and ARN V6

FAB

INITIATIVES

State

proposals

Regional

Groups

RNDSG ROLE





•New ops concepts






AAS


Long Term Projects



Projects

VST and ARN V6

SEE FABA

Central European

FAB initiative

State proposals

NUAC

BLU MED

Regional Focus

Groups

DANUBE

FAB CE

RNDSG ROLE





•New ops concepts






Rolling Improvement

plan for the European

Network (3-5 years)

Planning

European Network

Short term

Annual deployment plans

FAB

Proposals

National/local

proposals

Sub-Regional

proposals

RNDSG Role

Consolidated European network

•Common ops concept

•Common design principles


•Network consolidation

•Network inter-connectivity



•Support to development

•Stakeholders coordination

•Stakeholders commitment

•Input to ICAO

Consultation/working arrangements

Meet Network Performance Targets

Adjacent areas

proposals

Network

proposals

Network Performance Targets

Other

stakeholders

proposals

Airspace users

proposals


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included in the NOP 2016-2019/20 in June 2016, following its approval by the Network Management Board.

The ERNIP Part 2 - ARN Version 2016-2019/20 will ensure the implementation, in cooperation with the ANSPs and the FABs, of the Airspace Vision agreed by the Network Management Board that includes:

a comprehensive cross-border implementation of Free Route Airspace, at least above FL310, in the European airspace

an optimised route structure below FL310 ensuring efficient connectivity in/out terminal airspace

a simplification of the RAD

a harmonisation of the airspace publications

more efficient Flexible Use of Airspace procedures and the associated system support to enable a better utilisation of the civil/military airspace structures

a closer cooperation between the Network Manager, the airspace users and the computer flight plan service providers aimed at ensuring a better utilisation of the available airspace structures

The ERNIP Part 2 - ARN Version 2016-2019/20:

achieves a European Route Network for the safe and efficient operation of air traffic, taking due account of the environmental impact

keeps operational consistency of the European airspace organisation

consolidates into a network approach the Functional Airspace Blocks developments, the wide implementation of airspace projects from Free Route Airspace to TMA developments

facilitates the development of an airspace structure offering the required level of safety, capacity, flexibility, responsiveness, environmental performance and seamless provision of expeditious air navigation services, with due regard to security and defence needs

ensures regional interconnectivity and interoperability of the European route network within the ICAO EUR Region and with adjacent ICAO Regions.

The consolidation of all medium-term projects into one single view of the European airspace design until 2019/20 will ensure:

Clear visibility of the evolution of the European airspace structure throughout the period

Identification of network effects

Integration of FAB Projects through cooperative decision making processes;

Identification of inconsistencies between FAB, sub-regional or national projects

Identification of corrective actions to ensure an integrated approach and to maintain consistency of the overall European airspace design, including at its interfaces

Harmonisation of operations in the European airspace

Clear identification of benefits.

5.6.2 Integration of Terminal Control Areas (TMA) into the overall network

A proactive approach towards the full integration of TMA into the ATM network has been launched. This includes the collection of data concerning Terminal Control areas and approach units, clarification of the capacity plans for congested European TMAs and the identification of bottlenecks. Specific proposals are being developed to


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enhance Terminal control area design, improve flight efficiency and capacity by exploiting new ATC techniques as well as enhanced Performance-Based navigation (PBN) capabilities based on RNP developed by ICAO. Such PBN initiatives could include the increased use of existing terminal navigation specifications such as P-RNAV as a basis for the design of SID/STAR and Instrument Approach Procedures as well as the deployment of RNP APCH procedures on all instrument runway ends in accordance with ICAO Resolution 37-11. All these initiatives will be followed up through bilateral discussions with ANSPs, in a similar process to that of en-route capacity planning.

Having in mind a number of on-going and planned development projects impacting the overall European ATS route network any potential inconsistencies need to be resolved prior to implementation. In this respect, all States, ANSPs, FAB initiatives and sub-regional group activities are required to proactively provide the information to the Route Network Development Sub-Group to support the required network approach. This ensures transparency and coherency of all airspace design work.

5.6.3 Further developments

There has been good progress to implement the actions foreseen in the Flight Efficiency Plan. Nevertheless, work is continuing for:

The further development and implementation of dynamic and flexible airspace design solutions to support improved flight-plannable routes between the most penalised 50 city pairs

Prioritisation of the development of ATM system support for improved airspace utilisation

Rapid and coherent implementation of free-route initiatives

Making the Route Availability Document (RAD) more flexible

A harmonised and accelerated deployment of Airport Collaborative Decision Making (A-CDM)

Systematic use of Continuous-Climb Operations (CCO) and Continuous-Descent Operations (CDO)

Systematic deployment of RNP approach procedures with vertical guidance (using either Baro or SBAS) to instrument runways

Increased use of RNAV and RNP specifications as a basis for route design, particularly in the TMA.

5.6.4 Enhancing the utilisation of airspace improvements With respect to the utilisation of the airspace changes by the airspace users a more consistent approach will be implemented as follows:

The RNDSG Airspace Implementation Synopsis (RAIS) will continue to be used to make awareness amongst the airspace users on expected airspace changes

The RAIS maps showing a network view of new established airspace structures can be used as a base to help AO to improve their flight planning

A privileged network relation established with the AOs will continue to be used to achieve network environment/flight efficiency improvements (relation must not be complicated, straightforward dialogue, strong operational points of contact with the airspace users that can influence flight planning, etc.)

On an AIRAC basis publicity of the airspace changes is made, showing benefits achievable in terms of distance (nautical miles), CO2 emissions, etc.

Dedicated airspace users briefings through teleconferences


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After AIRAC implementation, follow up of the actual flight planning

Follow up with airspace users and looking into the reasons why these routes have not been used; seeking for solutions and integrating their feedback

Providing constant, valuable feed-back to RNDSG. With respect to strategic improvements, the work conducted in the context of the RNDSG, with various airline groups (AOG, IATA RCG, IACA CAFO, etc.) or with the Computer Flight Plan Service Providers (CFPSP) help in the identification of possible improvements with respect to flight planning. Several actions have been taken and will continue in the future:

Continuous monitoring of the flight planning versus the best options offered in the route network

Identification of improvements in flight planning for various flows and city pairs taking into account the latest network situation

Assessment of individual airline’s flight plans

Identification of airspace design actions or airspace utilisation rules leading to improvements in flight planning

Suggestions made to the airspace users and the CFPSPs on better utilisation of the existing airspace structure

Presentation to dedicated airline groups of possible improvements in flight planning and the identification of areas/airlines where such improvements can be brought.

With regard to pre-tactical and tactical improvements, the flight efficiency services include notification to AOs of existing tactical potential flight efficient options, and could further include:

coordination by the Network Manager, with ANSPs and, if required, military partners, of the deployment of the best flight efficient network configurations and further flight efficient refinements to it in a proactive manner

It is worth noting that a notification process (in passive mode of operations) is already described in ASM Handbook and implemented via EAUP/EUUP. This process could be considered passive because the notification of airspace status information is broadcasted on the Network Operations Portal via EAUP/EUUP or via eAMI message for those using B2B service, therefore, the interested AOs are responsible to detect those flight efficiency opportunities.

A number of enablers facilitate such support:

IFPS staff reprocess daily the entire operational flight pan database through the group re-routing tool, using a cost effective approach from airspace users; opportunities are then communicated back to flight plan originator for further consideration

AOLO addresses individual AO requests and provide an advice on better planning options when requested, and where available – subject to AOLO workload

CDRs availability and opportunity identification and notification to AO by flagging them for individual flights

EAUPs/EUUPs provide updated information of airspace status to the users via NOPortal as well as via eAMI message for those using the B2B service

Selective, limited RRPs sent to potentially interested AOs

System developments already available to be used for Flight efficiency Service provision


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Flight efficiency targets are clearly established and displayed in Ops via the flight efficiency playbook

Enhanced post ops processes to include on continuous basis flight efficiency, included specific personal follow up for airspace users requesting it.

Additional enablers have been put in place:

Monitoring process and feedback on the planned, current and expected flight efficiency performance indicator

Process towards ANSPs/States/FABs aiming at enabling flight efficient network deployment/change during the pretactical and tactical phases (CDRs opening request to AMCs, use of inactive areas basing on real time airspace status data, RAD deactivations proposals/requests, etc)

Further development of the interoperability between NM and local ASM support systems to ensure common situational awareness and continuous sharing of ASM data

CDRs consistency across the network.

Such an approach ensures that, from a network and local perspective, Network Flight Efficiency improvements measures (proposals) are acceptable for AOs.

Such a support will provide benefits for:

Airspace Users: operational flight efficiency improvements resulting in reduced cost per flight

ANSPs: improve flight efficiency contributing to reaching defined targets for the FAB they belong to

Network: provision of a pro-active response to environment/flight efficiency targets and the introduction of flight efficiency performance management processes at network level.

5.6.5 Benefits Forward looking benefits are expected to be gained from the implementation of the ERNIP Part 2 - ARN Version 2016-2019/20, which contains, at this stage, more than 400 (four hundred) packages of airspace proposals scheduled for implementation for the period 2016-2019/20. The evaluation of the ATS route network improvements included in the ERNIP Part 2 ARN Version 2016-2019/20 indicates that the full implementation of ARN Version 2016-2019/20 has the potential to reduce flying distances in 2020 by more than 30 million nautical miles when compared to 2015, this representing the equivalent of 150 000 to 180 000 tons of fuel saved, or reduced emissions of 600 000 to 750 000 tons, or 150 to 200 million Euros. Between autumn 2015 - end of 2020, flight efficiency is expected to improve by around 10%. The ERNIP Part 2 - ARN Version 2016 – 2019/20 re-sectorisation projects are aiming at reducing the complexity of the airspace structure. Based on fast time simulations of a number of projects, it is expected that the ARN Version 2016 – 2019/20 implementation would bring an additional 5 - 7% capacity to the European ATM network when fully implemented.


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5.7. Airspace Utilisation and Route Network Availability Improvements

The Performance Scheme for air navigation services and network functions defines the environment/flight efficiency KPIs for the RP2.

It is essential that the design of the airspace structure and its intended use, including any rules or restrictions, are developed in parallel, to ensure coherent evolution of the ATM network, with the agreement of all stakeholders.

The relevant objective of the IATA/CANSO/EUROCONTROL Flight Efficiency Plan requires the relevant stakeholders to ensure optimum flight efficiency through the following actions:

Actively support and involve aircraft operators and the computer flight plan service providers in flight plan quality improvements;

Gradually apply route availability restrictions only where and when required;

Improving the utilisation of flexible airspace structures.

The design of the route network continues to improve, with the airspace design indicator showing a continuous downward trend. The indicator for flight planning is improving, but at a slower pace, being currently impacted by crisis events.

With airspace design continually improving, the improvement of the use of the network is the main driver for an improved ATM network performance.

5.7.1 Further Improvements of Airspace Utilisation

Further improvements are expected in airspace utilisation on the basis of additional support and implementation of ASM solutions. The Network Manager Operations Centre, together with the Military Liaison Officer (MILO) position, will further contribute to meeting the needs of ANSPs and airspace users by delivering improved flight efficiency and reduced emissions.

The following activities are envisaged:

Tactical Airspace Management

Identification of re-routeing opportunities (airspace/route closures due military activities)

Identification of RAD measures affecting regulated sectors.

5.7.2 ASM Rolling Process and ASM Solutions

The ASM work plan 2015-2020 focuses on short- to medium-term improvements. A number of improvements have been achieved, one of which is the enhancement of the rolling process, introducing the possibility to upload airspace structure changes to the Network Operations database as they occur and to provide immediate notification to the users.

The implementation of an adequate automated support system is required to enable effectively the dynamic process at local, regional and network level.

ASM Solutions aims to improve the present practices in order to overcome capacity and flight efficiency constraints and facilitate efficient flight operations of both civil and military airspace users.

The main objective of the ASM Solutions development is to identify “hidden” airspace capacity and flight efficiency solutions by taking advantage of the full potential of airspace management.


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To deliver extra capacity and flight efficiency, the design of TRA/TSA and their associated airspace planning and allocation processes and procedures are being reconsidered. The enhanced ASM processes will consider various levels of flexibility, either in time or in spatial location (vertical or horizontal), permitted within the planned civil or military flight operations.

The ASM solutions will include further options for the most penalised city pairs, the further deployment of the European night direct route network, and improved user choice of routeing.

5.8. Enhanced Network Procedures and Processes

Enhanced procedures have been developed with the aim to improve Network Performance following the very serious situation experienced in 2010 produced by the volcanic ash crisis, and the Industrial actions. A number of enhanced network operations procedures are described below. These are proposed for use throughout the network as circumstances require.

A new set of technical changes in NM systems/procedures are under study in line with the NMOC reorganisation. They will be described in a future version of this Plan, once they are mature.

5.8.1 Enhanced Network Disruption and recovery Procedures

The Network Manager has reviewed the procedure and prepared a new one that will be in force from the 1st January 2016. The procedure will be available in the ATFCM manual released in March 2016.

5.8.2 Delay sharing: Adjusted Delay Attribution

The objective of delay sharing is to reduce overall network delay.

Adjusted Delay Attribution (ADA) is facilitated via the use of a mandatory Scenario (level capping or reroute) to offload a major congested area even if this will cause (or increase) delay in the area to be on-loaded, provided that the overall delay in the network is less and that the performance in the on-loaded ACC will not be impacted.

ADA is intended to address two basic cases:

A systemic failure on the part of an ACC to provide capacity needed for seasonal traffic flows

A chronic loss of capacity in an ACC/ANSP in cases such as loss of equipment/industrial action

Such procedure can be expanded to any part of the Network, where it may be appropriate. The amount of delay reattributed should be determined by simulation runs on the effects of the scenario. The results of the simulations would then be agreed between the management of the two units concerned (off-load and on-load) together with the agreed percentage of delay reattribution.

The procedure is still under evaluation at NDOP level, waiting for the approval of the NSAs.

5.8.3 Driving Down Delay

The objective is to produce operational daily delay performance targets for a number of critical areas aimed at focussing efforts on achieving overall performance targets. A methodology has been developed using 5 year delay history and 4 week delay trend to identify every day of the year, the 'high risk' delay areas (both en-route and airport) and produced in two parts: - strategic forecast identifying the critical areas 6-11 months ahead - pre-tactical forecast confirming the critical areas 6 days ahead.


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The strategic forecast may be used as basis for discussion between NM and ANSP Management to agree a package of delay mitigation measures and procedures: some generic, others appropriate to local operations.

The pre-tactical forecast is used to ensure all agreed measures/procedures in place and executed on the day of operations.

The daily delay performance targets for en-route (capacity and staffing) and airports (capacity and weather) are already in use in the NMOC (Playbook).

5.8.3.1 Mandatory Cherry Picking (Network Tactical Capacity Management)

The objective is to allow as many flights as possible to operate according to desired profile and using a very limited number of “slot times” (CTOT) or mandatory re-profiles to replace traditional regulations or Scenarios that apply to entire traffic flows.

The mechanism aims to solve short peaks in en-route sectors by delaying/re-profiling minimal numbers of flights and allowing the majority to operate without regulation.

The MCP is now a common procedure for many ANSPs.

5.8.3.2 Short Notice Scenarios

The objective is to ensure a fast action response to unforeseen loss of capacity and restore the majority of flights to an on-time operation. In some cases currently approved Scenarios would be implemented at less than 3 hour notice. The method would be used in response to late notification of a significant loss of capacity in the tactical phase and solve the delay issue for the majority of flights, leaving only a minority requiring assistance.

5.8.3.3 Dynamic Delay Mitigation

The objective is to drive down the delay caused by regulations that cannot be avoided. It consists of an enhanced form of Last Minute Improvement procedure - but the responsibility lies entirely with FMP to identify flights that can be advanced or excluded from the regulation. The procedure requires a departure from the traditional principle of ATFM equity in favour of network optimisation. The procedure is already in use.

5.8.3.4 Keystone Regulation

The objective is to minimise the number of regulations active at any given time by identifying a single regulation that would manage an entire flow of traffic and all associated congestion. The concept of network delay sharing supports this proposal. STAM measures will help in reducing the number of ATFM regulations.

5.8.3.5 Weather Delay Mitigation - Network Resilience Tool

Weather phenomena are more and more impacting the Network in terms of ATFCM delays. The Network Resilience Tool (NRT), is available in NMOC. The tool assesses the risk of Network impact due weather or other natural hazards. The results are shared and coordinated with FMPs/TWRs in order to assess the real need for ATFCM regulations vs a more precise forecast and impact assessment. The tool, used together with tactical ATFM simulation is expected to significantly contribute to the weather delay reduction en-route and at airports. The full deployment is expected in the course of 2016 after an assessment of the reliability of the tool (Dec/Jan 2015) and a consequent decision for a further technical development.


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5.8.4 ATFCM Procedures

Network Operations continues to develop Air Traffic Flow & Capacity Management (ATFCM) procedures, working with ANSPs and AOs to achieve a better utilisation of ATM capacity and a better integration of ATFCM and ASM processes. Major airspace changes, the implementation of new ATM systems and other special events are coordinated at European level through extensive preplanning and coordination process carried out between the key players, under the coordination of the Network Manager. The whole set of the ATFCM mitigation toolbox is considered to minimise the delays caused by the events mentioned above.

The ongoing Collaborative Traffic Management (CTM) project addresses the need to change the ATFCM procedures in the next years (likely by 2019) , moving away from a simple provision of a CTOT to advisory (initially) and mandatory (final phase) Target Time Over (entering a sector or arriving to an airport) for AOs.

5.8.5 Flight Level Adherence

Across the European Network, regulations are put in place to protect ATC from receiving more traffic than the controller can handle safely. However, it happens that more aircraft than planned enter these protected sectors, exceeding their capacities by more than 10%, which is regarded as an ATFCM “over-delivery”. When investigating those reported occurrences in most cases it is found that additional flights (intruders) entered the concerned sector (or arriving at the destination airfield) as a result of:

o Not flying at the initial requested flight level (RFL); or,

o Departing at times different from the original estimated off-block time (EOBT) or calculated take-off time (CTOT); or,

o Arriving in the sector/airfield earlier or later than originally planned; or

o Deviating from their original planned route (often direct routeing - DCT).

The Network Manager is fully committed to minimise the number of intruders with a set of actions such as:

- Direct coordination with FMPs/TWRs - Use of RAD restrictions - Reporting the AOs behaviour (AOLC) - Reduce the slot tolerance window from -5+10 to -3+7 minutes (2015 trial

finished on 30th November 2015 for EDDF and EGLL – to be extended to other airports)

- Bilateral meetings between adjacent ANSPs - Workshops with AOs and CFSPs highlighting the need for FPL adherence.

5.8.6 Improvement of Performance Awareness

An Agency web-based training module on flight efficiency is available, intended for staff involved in Air Traffic Flow Management and ATM in general to increase their awareness of aircraft priorities. It addresses the basics of aerodynamics, aircraft and engine performance, choice of optimum routes and levels, cost index, etc.

In addition a Eurocontrol training package on flight efficiency has been developed that can be used by instructors having the task to provide continuation training. The objective of this training package is to create awareness around Flight Efficiency and


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to highlight good working practices for individuals involved in the direct planning, execution and control of individual flights and/or design and planning of airspace

5.8.7 Flight Efficiency

Flight efficiency is an ongoing activity in NMOC. All Flight Planning Unit staff use the Group Re-Routeing Tool (GRRT), now fully deployed in NMOC. A high number of AOs take advantage of the tool and positive results, although the proposals acceptance rate is still not satisfactory (work ongoing with AOs in order to increase the acceptance rate).

The Network Impact Assessment (NIA) tool is now used by MILO (Military Officers in NMOC) to help Airspace Users in optimize their planning via CDR routes.


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5.9. Scarce resources

The main objectives of the Radio Frequency Function (RFF) are to address the network impact of the aviation frequency shortage and to ensure that the European frequency management process and tools support the satisfaction of the network performance objectives.

5.9.1 The European Frequencies situation Frequencies for VHF voice communications

In the central European region it continues to be very difficult to find a suitable voice frequency for a modified or a new en-route or approach sector. However, though the application of improved processes and the promotion of the best practices, the NM Radio Frequency Function (RFF) has been able to satisfy all European VHF frequency requests since 2012.

Figure 1: Frequency Request Satisfaction Rate

The frequency request satisfaction progress for the years 2014 and 2015, shown in figure 1 above, indicates the percentage of requests that have already been fully satisfied. For a number of frequency requests from 2014 and 2015 a candidate frequency was found but changes to other operational frequencies (i.e. frequency shifts) are still to be implemented before the candidate frequency is available for operations.

The RFF has also managed to reduce the time required to satisfy frequency requests in the congested areas (i.e. by reducing the number of frequency shifts and the time required to implement them) as shown in the following figure.

60%

67%

40% 40%

59%

62%

44% 44%

54%

38%40%

23%

35%

65%

53%

64%

90%

100% 100% 100% 100%

20%

30%

40%

50%

60%

70%

80%

90%

100%

1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

Req

uir

emen

t Sa

tifa

ctio

n R

ate

Year

Frequency Request Satisfaction Progress Frequency Request Satisfaction Rate


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Figure 2: Average Frequency Request Satisfaction Time

The average time to satisfy a frequency request in the congested area currently is 215 days.

The above average values hide the fact that the frequency congestion situation is not the same in all European States. In order to show the geographical distribution of frequency congestion the RFF produces diagrams named Congestion Charts.

Congestion Charts depict the number frequencies available at each geographical location for a typical service (i.e. for typical frequency requests). In these charts, the following colour coding is used to illustrate the number of available frequencies at each location:

Black indicates the areas where no frequencies are available. Red indicates that 5 frequencies are available, orange for 10, yellow for 20 and white is used for 80 or more frequencies available. The following diagrams show the current frequency congestion for ACC sector frequencies for 25 kHz and 8.33 kHz channels.

644

430

253273

215200

250

300

350

400

450

500

550

600

650

700

2011 2012 2013 2014 2015

Day

s

Year

Average Request Satisfaction Time


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Figure 3: Number of available frequencies for a typical 25 kHz ACC sector (ACC 50NM radius up to FL450) on October 2015

Figure 4: Number of available frequencies for a typical 8.33 kHz ACC sector (ACC 50NM radius up to FL450) on October 2015


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Figure 5: Number of available frequencies for a typical 8.33 kHz ACC sector (ACC 50NM radius up to FL450) on November 2014 and October 2015

Improvements to the frequency management rules plus the application of best practices enabled the reduction of frequency congestion in some areas during 2015. However, this reduction was small in the most congested parts of Europe. VHF Frequencies Demand Forecast In order to derive a forecast for VHF voice frequency requests in the coming years, the RFF has analysed the trends of frequency consumption and of ATC sectors creation in Europe. In order to simplify the analysis, European States have been grouped in the following three areas:

2014 2015


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Figure 6: Areas used for trend analysis and forecasting The evolution of the number of ACC frequencies and the number of ACC sectors in Areas 1 and 2 is shown in Figure 7 below. The growth of the number of frequencies and the number of sectors can be considered linear for more than a decade. The analysis also shows that, the linear growth of ACC frequencies and ACC sectors have almost the same slope in each analysis area.

Figure 7: Evolution of the number of ACC frequencies and the number of ACC

sectors in areas 1 and 2

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In average, 5 new ACC frequencies are created every year in area 1 and 10 new frequencies are created per year in area 2. Using the airspace improvement plans collected in the NOP, the RFF also performed an analysis of the likely ACC frequencies demand to support those plans. The date for the four years from 2016 to 2019 was analysed. The analysis shows that the demand may be bigger in 2016 than in the following years, but the average values mentioned above (i.e. 5 per year in area 1 and 10 per year in area 2) are consistent with the NOP airspace improvement plans. Obviously the linear growth of ACC frequency assignments cannot continue forever, therefore this trends analysis will be updated yearly in order to detect when the tendency changes. Enhanced frequency management procedures and tools can reduce frequency congestion and reduce the costs of satisfying new requests, however only the creation of more voice channels, by extending the use of 8.33 kHz channel spacing, can satisfy all future frequency demand for at least 10 years. Until the full implementation of 8.33 kHz below FL195 in 2019, many central European frequency requests will necessitate a significant time to be satisfied. Airspace improvement projects in the central European region requiring new voice frequencies (or changes to the operational use of existing frequencies) before 2019, continue to be at a high risk of suffering significant delay due to the unavailability of suitable frequencies.

Frequencies for Navigation Aids

The navigation frequency bands also continue to be congested but the demand for new frequencies remains much lower than for voice communications.

Figure 8: Number of available ILS/DME frequencies in October 2015


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The situation for stand-alone en-route DMEs is as follows:

Figure 9: Number of available DME (100NM radious, FL500) frequencies on October 2015

Congestion has increased significantly in the DMEs band because a number of DME channels (i.e. 77 – 126X) should not be used to avoid interference to GNSS (L5 band), The congestion has also increased due to the availability of updated information from two of the new ICAO EUR Region States: Morocco and Israel.

In 2015, most of the new navaid frequency assignments came from the eastern part of Europe, where initiatives had been taken to apply the best practices to mitigate congestion.

Improvements may be required in some parts of Europe to support the evolution of the navigation infrastructure if the further expansion of PBN requires the deployment of additional DMEs.

Main RFF Key Performance Indicators (KPIs) Three KPIs are reported quarterly to assess the status of the European frequency management:

Number of Radio Interferences

Description This KPI measures the quality of the European process to mitigate the impact of reported interferences.

Value The number of reported radio frequency interferences that have not been closed within 6 months of the report.

Current Value 5 Interference cases


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Number of Unsatisfied Requests

Description This KPI reports the number of unsatisfied radio frequency requests at a specific moment in time in the congested areas.

Value The KPI reports the number of valid frequency requests that are not satisfied by the block planning exercises (BP) at a moment in time. This number is calculated by subtracting the number of completed BP solutions to the number of BP requests from the on-going BPs (normally the last 4 BPs, which covers a two year period).

Current Value 6 unsatisfied requests

Average Time to Satisfy a Request

Description This KPI reports the average time required to satisfy a frequency request in the congested areas.

Value This KPI measures the average number of days between the time a BP request is filed and the time when a new frequency assignment is available to satisfy the request for the ongoing BPs (i.e. a two year period is considered).

Current Value 232 days (min 52, max 601)

5.9.1.1 Planned RFF Activities for 2015 and 2016 At its eighth Radio Frequency Function group meeting (RAFT8), the European National Frequency Managers agreed the following areas of activity for the next two years:

1. The further development of automation tools to fully support the processes defined in the RFF Cooperative Decision Making (CDM) processes and to monitor the implementation of the agreed RFF Best Practices

2. The improvement of the European frequency management rules defined in

the European Frequency Management Manual (ICAO EUR Doc011)

3. The improvement and extension of RFF Best Practices to address additional

areas where benefits can be achieved (e.g. use of backup frequencies)

4. The conduct of a radio measurements campaign to assess potential

frequency management improvements and analyse potential interference

sources

5. The launch of initial Monitoring activities to identify incorrect operational use

of aeronautical frequency assignments.

In addition NM will continue providing frequency management support to States in the following areas:

1. Managing the semi-annual block planning process to find effective frequency shifts to satisfy frequency requirements

2. Managing the RFF Radio Interferences reporting process

3. Assisting States in finding appropriate frequencies and maximising the use of the available aeronautical spectrum

4. Assisting States in finding suitable frequencies in cases of urgency (e.g. interferences)

5. Providing training and support for the use of frequency management software tools.


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5.9.1.2 The RFF Frequency Plan

The RFF Frequency Plan will be part of the Network Operations Plan. Its purpose is to detail and clearly highlight important projects that require close coordination and significant resources from European States.

At RAFT8 the national frequency managers started the review of the main candidates for the first RFF Frequency Plan:

1. The strategy for maximisation of the benefit of the full deployment of 8.33 kHz below FL195 in 2018.

2. The creation of one or more shared Europe-wide voice channels for General Aviation, special events or flight testing.

3. The evolution of the data link frequencies band. A first version of the RFF Frequency Plan is expected to be produced in 2016.

5.9.1.3 8.33 Voice Channel Spacing (below FL195) Support to Implementation Project (enabler to SO8) Scope of the project As part of the NM-RFF mandate (IR 677/2011), the NM is tasked with the coordination of scarce resources, in particular radio frequencies within the aviation frequency bands used by GAT. In order to maximise the effectiveness of the RFF NM Function, as well as to ensure the satisfaction of the future frequency demand, there is a need to ensure a consistent approach and avoid fragmented implementation of the regulation EU 1079/2012 (8,33kHz VCS). The EC designated NM to take an active and central role in the coordination of the implementation of 8.33 kHz voice channel spacing capability below FL195. In accordance with this designation the NM, through assessments, analyses and delivery of supporting guideline documentation coordinates the deployment of 8.33 VCS by Member States in the ICAO EUR Region by 2018, minimising impact on Network performance and maximizing the spectrum benefit. Project objectives The main activities within the project are related to the coordination of the 8.33VCS capability implementation below FL195 in the European airspace by:

monitoring and steering the implementation of 8.33 kHz VCS channels on both ground and air;

providing a central coordination and information function on the granted exemptions and derogations under the specific provisions of the Regulation;

building and providing awareness raising and implementation support capabilities, notably as regards the VCS IR implementation status;

Strategic fit This project responds to the Network Strategy Plan Objective SO8: Optimise CNS resource allocation and costs by ensuring optimised and cost-efficient use of aeronautical radio frequencies


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Milestones The milestones of the project are dictated by the dates provided in the VCS implementing regulation (1079/2012).

Current situation The 8.33VCS implementation below FL195 is in its final phase. The following chart provides the November 2015 situation of the ATC sectors, with a lower base below FL195, within the EU Member States, for which the frequency has been converted to 8.33VCS. The statistics does not account for ground, TWR and FIC/FIS frequencies.

9%

91%

8.33VCS deployment in ATC sectors below FL195

EU Member States

Sectors in which 8.33VCS isdeployed

Sectors In which 8.33VCS is notdeployed


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5.9.1.4 RFF Automation

To support the RFF activities, the automation of tools listed below will continue to be maintained and developed.

The European Aviation Frequencies Central Register

The existing SAFIRE (Spectrum And Frequencies Information REsource) tool will have to be significantly extended in order to:

1. Store the information which is necessary to support the enhanced frequency

management processes required by the ATM network functions Regulation

(677/2011 – Annex II);

2. Support the complete life-cycle of a frequency assignment, as defined in the

RFF Cooperative Decision Making (CDM), providing suitable support to the

assessment of the network impact and the prioritisation of new requests;

3. Provide support to the identification of suitable frequencies when a proposed

assignment has an impact on the network;

4. Provide enhanced support to local studies to find solutions when a frequency

request cannot be satisfied;

5. Analyse frequency assignments for compliance with the RFF Best Practices

and inform the relevant NFM(s) of issues for resolution when applicable;

6. Calculate the RFF KPIs.

Tools for the monitoring and evaluation of aviation frequency bands

MANIF AFM (Advanced Frequency Management) is the software tool that reads the contents of the SAFIRE database and provides a number of analysis results. It supports the finding of frequencies without interferences and the analysis of the usage of frequencies in any European area (e.g. it generates the congestion charts shown above). MANIF AFM will continue to be enhanced to support the future RFF Best Practices and to provide improved integration with SAFIRE.

5.9.2 Transponder code allocation coordination

5.9.2.1 Transponder Code Function The main objective of the Transponder Code Function (TCF) is to address the network impact of SSR transponder (Mode 3/A) codes allocation and use.

5.9.2.2 The European transponder code usage situation The management of transponder codes allocations for the European region is currently performed by EUROCONTROL on behalf of ICAO. The European SSR Code Management Plan has been established to provide States in the ICAO EUR Region with a means to coordinate the use of the SSR codes based on the principles of the Originating Region Code Assignment Method (ORCAM) and enhanced ORCAM (eORCAM). The ICAO EUR Region has been divided in eight participating areas (PAs). All available SSR transponder codes are allocated statically to States and fully used in each of the participating areas. A detailed Code Allocation List for the EUR Region (CAL) for defined participating areas (PAs) covering the EUR region and certain adjacent areas was developed.


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The figure below depicts the ICAO EUR region participating areas:

The transponder codes allocations evolved over the years in a very complex arrangement. At the same time, as a result of traffic increase, static allocation and ATS systems evolution, it became increasingly difficult to find transponder codes that could be reallocated in order to meet the traffic demand. In order to mitigate the potential impact on operations of SSR transponder codes shortages a number of initiatives and technologies are in the process of being deployed throughout Europe, namely Mode S Elementary Surveillance, eORCAM and the Centralised Code Assignment and Management System (CCAMS). The Mode S Elementary Surveillance allows the use of the downlinked aircraft identification, and introduces the use of the conspicuity code (A1000) instead of discrete SSR codes, alleviating as such the pressure on discrete transponder codes needs. Enhanced ORCAM adds functional capability for ATS Systems and will allow for directional assignment of transponder codes and simultaneous codes use. The Centralised Code Assignment and Management System (CCAMS) serving a number of European States introduces the dynamic transponder codes allocation for a larger geographic area, allows the simultaneous use of the same code in volumes of airspace separated by an agreed buffer zone and started operations in February 2012. In accordance with EU regulatory material the States will move to the full use of the downlinked aircraft identification by 2020. In the meantime, the transponder code function will need to ensure that operations are not adversely impacted by SSR transponder codes shortages, the number of code changes or wrong code assignments.


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5.9.2.3 Transponder Code Function main tasks

The Transponder Code Function must continue to provide the services currently being provided by EUROCONTROL on behalf of ICAO which include:

1. managing the transponder codes planning process to find effective solutions to satisfy transponder codes allocations requests

2. maintaining the Code Allocation List for the European Region

3. assisting States in maximising the use of the available SSR transponder codes

4. assisting States in finding suitable SSR transponder codes arrangements in cases of urgency (e.g. unplanned shortfalls, crisis situations)

5. maintaining an appropriate level of co-ordination for civil-military aspects through the appropriate channels (e.g. NATO).

In addition, the Transponder Code Function will need to perform specific activities stemming form the EU regulatory material and that include:

1. assisting States in fulfilling their requirements on data provision

2. assisting States in the evolution to the full use of the downlinked aircraft identification and the conspicuity code (A1000)

3. identifying and recommending directions of evolution for the Centralised Code Allocation and Management System

4. developing and maintaining efficient reporting tools and mechanisms for the Transponder Code Function.

5.9.2.4 Transponder Code Function 2016 Planned Activities

The main elements that the Transponder Code Function will address in 2016 are:

1. Production of the code allocation list for 2016

2. Extension of CCAMS operations

3. Implementation of CCAMS improvement and optimisation actions in support of participating States and third parties

4. The progressive extension of the operational use of the downlinked aircraft identification including the extension of the geographical scope as well as the increase of the number of eligible flights. The first step in this direction is the planned move to the second phase of the IFPS flagging for Mode S eligible flights

5. Implementation of transponder codes usage improvements aimed at enhancing the overall network performance

6. Monitoring and evaluation of transponder codes usage.

7. Implementation of data provision mechanisms and tools in support of the transponder codes management (e.g. implementation by States of enhanced tactical flow management system correlated position reports containing SSR transponder code assignments).


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5.9.2.4.1 Production of the code allocation list for 2016

The Code Allocation List for the EUR Region (CAL) is updated in accordance with the yearly process defined in the TCF CDM processes and is done over a period of approximately four months (November to February of next year). For the 2016 CAL update (CAL Edition 4.3), the first round of consultation will be completed in January 2016. The second round of review, the approval and the publication will be completed by March 2016, in order to allow implementation, operational evaluation and potential corrections prior to the summer peak traffic period.

5.9.2.4.2 Extension of CCAMS operations CCAMS entered into operation on the 14th of February 2012, the first State joining CCAMS being Ukraine. During 2015 another four States have joined CCAMS, namely Croatia, Montenegro, Poland and Serbia, bringing the current total of CCAMS States to 16. A medium term vision that includes CCAMS as a complementary solution to Mode S for all NM States by 2020 was proposed and endorsed by the NMB in 2015. This scenario will allow the elimination of code changes for the European Region. The long term vision has been approved by the Network Management Board (NMB) as part of the Network Strategy Plan (NSP). A number of ANSPs are in the phase of specifying their next generation ATS Systems as well as planning the functionality included in the various releases. It is expected that in 2016 ANSPs will include CCAMS in their specifications taking into account the NSP proposed time horizon for implementation. For ANSPs that develop the next generation of ATS Systems as part of common projects (e.g. iTEC, Coflight, etc.), the early inclusion of CCAMS in their development plans will allow the sharing of costs and as such further enhancing the CCAMS benefits. In 2016 the CCAMS area will extend to cover another three States namely Albania, Portugal and Romania. Albania has completed its testing and is scheduled for CCAMS activation in February 2016. For Portugal and Romania the final transition plan, including final dates for their activation, will be bilaterally agreed in the first quarter of 2016. The map in Figure 1 below shows the CCAMS configuration planned for 2016.

Figure 1- 2016 planned CCAMS configuration


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5.9.2.4.3 Implementation of CCAMS improvement and optimisation actions

The increased area of application for CCAMS will create the basis for a more flexible and efficient code assignment for the participating States, but at the same time it will have a beneficial effect on adjacent States. For flights transiting CCAMS States located in different Participating Areas (PAs), CCAMS assigns a unique code for the whole duration of the flight. For these flights a code change is no longer required when crossing PA boundaries resulting in a number of benefits for all the States along the route of such flights. As an example, flights transiting Bulgaria or Ukraine, and later on entering UK may no longer require a code change at the boundary between PA EUR-E and PA EUR-B. Through CCAMS code usage optimisation the result will be a significant reduction of the number of code changes on this boundary.

Similarly as a result of the Sweden and Finland implementation of CCAMS, code changes between PA EUR-C and PA EUR-B are no longer required for approximately 600 flights per day. It is expected that in 2016 a similar number of code changes will be further eliminated through CCAMS implementation.

5.9.2.4.4 Extension of the operational use of the downlinked aircraft identification

The progressive extension of the operational use of the down-linked aircraft identification, including the extension of the geographical scope as well as the increase of the number of eligible flights, has continued in 2015.

The geographical extension together with the gradual implementation of the Mode S Phase 2 assignment logic have significantly increased the number of flights eligible for the use of a conspicuity code (A1000) instead of a discrete code. Some Mode S States have already started assigning the conspicuity code to all eligible flights crossing their area of responsibility, while the others plan to do so in in the coming years.

In 2016 the number of flights for which the down-linked aircraft identification is used as the primary identification method for provision of ATS is expected to reach 4000 per day. The blue area in Figure 2 below illustrates the portions of airspace in which the conspicuity code is to be used. The pink area illustrates the States that will use both the downlinked aircraft identification and CCAMS.

Figure 2- Planned down-linked aircraft identification use by the end of 2016 (blue and pink area)


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5.9.2.4.5 Transponder codes usage improvements

In addition to the overall network code usage improvements that result from the extension of CCAMS and the use of the down-linked aircraft identification, TCF activities will address in 2016 the following four key areas:

Further de-confliction of transponder code usage in the PA EUR-D. The code allocation to States at the time of creation of this PA was done on the basis of historical traffic levels. The evolution of the traffic demand, the traffic patterns and the geopolitical developments (e.g. situation in Ukraine) have resulted in an increasing level of unnecessary code changes, and situations where previous code allocations were supplemented (e.g. Turkey). This issue was already tackled in 2015 and will be continued in 2016 in order to eliminate all unnecessary code changes by the end of the year;

The allocation of additional transit codes to Luxembourg;

The management of the common pool of codes for temporary special civil and military events;

The re-organisation of local codes in EUR PA-B;

The coordination with NATO in support of a more flexible use of SSR transponder codes in conflict areas and large scale military exercises.

5.9.2.4.6 Monitoring and evaluation of transponder codes usage

The Network Manager is required to implement tools for the regular evaluation and assessment of the actual use of SSR transponder codes by States and air navigation service providers. The first iteration of these tools entered into operation during summer 2012 and allows the analysis of existing transponder codes allocations and of the potential shortfalls (e.g. unexpected code changes, code conflicts, etc.). The main input data for the monitoring and reporting tools is the enhanced tactical flow management system correlated position reports containing SSR transponder code assignments provided by States.

The operational data obtained during the first year was used to calibrate the tools and identify the improvement areas, while the analysis conducted in 2014 allowed the definition of quantitative targets. The transponder code function target is to reduce the total number of code changes by 50% by the end of the second reporting period (by comparison to the 2012 figures). In parallel, TCF will continue, in accordance with the NMF-IR and the agreed CDM processes, the periodic assessments of the SSR code allocations. In accordance with the TCF specific CDM processes the assessment of code allocations for each State will be conducted at least once during a four year time interval. The current four years cycle started in November 2013 and will be concluded in November 2016. From 2013 to 2015 the codes allocated to 20 States have been assessed. The States scheduled to be assessed in 2016 are Cyprus, Italy, Lithuania, Poland, Portugal, Slovakia, Slovenia and Spain.

5.9.2.4.7 Implementation of data provision mechanisms and tools in support of the transponder codes management

In accordance with the Annex III Part C of the NMF-IR and the TCF approved CDM processes, the States are required to provide data to support the provision of the network function for SSR transponder codes. The provision of Enhanced Tactical Flow Management System’s Correlated Position Reports containing SSR


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transponder code assignments for general air traffic conducting flights under instrument flight rules is planned to be completely implemented within two years from the date of applicability of the regulation.

TCF will act as the focal point for the collection of SSR transponder code usage data and will assist the States in meeting their NMF-IR obligations with regard to data provision.

5.10. Safety Performance Enhancement

For the second Reference Period (RP2), EU Reg. 390/2013, dated 3 May 2013 and EC Commission Implementing Decision (2014/132/EU), dated 11 March 2014 set specific performance targets for ANSPs for two of these safety KPIs, namely:

o Effectiveness of ANSP SMSs to be Level D by the end of 2019, except for Safety Culture for which a level C is required. Note: As an intermediate target, by the end of 2017, ANSPs should reach Level D in 50% of the areas of the Effectiveness of Safety Management target;

o ANSPs reporting ‘ATM Ground’ severity using the RAT methodology so that by December 2017 and 2019 at the latest, they can report to NSAs as a minimum 80% and 100% respectively of the annually reported Category A-C Separation Minima Infringements and Runway Incursions incidents and Category AA-C ATM Specific Occurrences.

During RP2, NM also will support and monitor ANSP implementation of automated safety monitoring tools (ASMT) (90% usage by end 2019 where installed) and contribute to the development of potential RP3 safety KPIs.

5.10.1 Support to Network Safety

The Network Manager supports ANSPs and other NM stakeholders (notably FABs) to manage existing hazards and anticipate new safety threats, in order to keep the Network safe. It aims to arrive at a common approach to tackling new safety risks based on identified hotspots and trends in the Network. The Network Manager will establish a Top 5 Operational safety risks index using 2010 safety data as a baseline; this work is compatible with the new EU Reg 970/2014 dated 12 September 2014, which requires the Network Manager to, “identify operational safety hazards at Network level and assess the associated safety risk.”

Improved management of available safety knowledge to enhance identification of risks and trends and to make better use of lessons learned and best practice materials is a central NM strand of safety work to the level of risk in ATM operations. SKYbrary, EUROCONTROL’s on-line aviation safety knowledge repository (www.skybrary.aero) is a major free resource to achieve greater dissemination of safety information. Maintaining and expanding the SKYbrary knowledge base is an ongoing activity. In 2015 SKYbrary received over 1.7 million visits resulting in over 3.7 million page views; through further promotion and improvement to the site, the aim is to achieve 4 million visits per year by the end of 2019. EVAIR (EUROCONTROL Voluntary ATM Incident Reporting) works with airlines and ANSPs to identify areas of concern and initiate quick-fixes to identified problem areas. Over 125 airlines currently provide their ATM-related incident data to EVAIR; these airlines account for over 70% of the European air traffic. ANSPs provide feedback on received reports and in many cases remedial actions are instigated much quicker than through the ‘traditional’ mandatory reporting mechanisms. The aim is to further increase the number of participating aircraft operators and further improve the feedback ratio and response times from ANSPs.

http://www.skybrary.aero/


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EUROCONTROL produces a variety of safety tools, products and services (mainly for ANSPs) which are made available to help them implement their local ATM enhancement safety aims, objectives and plans. Examples of the safety tools and products, and associated implementation goals are:

ASMT (Automatic Safety Monitoring Tool) - enhances safety gathering through the automatic collection of safety data (from surveillance, ACAS systems etc) to ensure improvements to safety performance monitoring. The Network Manager will continue to deploy ASMT during RP2 in ANSPs lacking the capability, on a voluntary basis. A new software version 5.1, featuring 'Hot Spots', was released in 2015.

APF (Aerospace Performance Factor) - allows ANSPs to compile aggregated data from various sources which provides a more holistic view of historical safety data which aids future trend analysis. Like ASMT, during RP2 the Network Manager will deploy APF in ANSPs on a voluntary basis.

TOKAI (Toolkit ATM Occurrence Investigation) - provides dedicated software for each step of the investigation process. A new web compatible version 5.1 was released in 2015 and includes the RAT (see below).

RAT (Risk Analysis Tool) - provides enhanced severity and risk assessment methodology for reported ATM incidents; the activity supports the EC Performance Scheme (EC 390/29013). The intention is to deploy RAT in all ANSPs in ECAC so that by December 2017 - and 2019 at the latest - they can report to NSAs ‘ATM Ground’ severity using the RAT for the classification of 80% and 100% respectively of the annually reported Category A-C Separation Minima Infringements and Runway Incursions incidents and Category AA-C ATM Specific Occurrences

SAM (Safety Assessment Methodology) - provides ANSPs with extensive guidance on how to conduct safety assessments as required by SESII for new operations, systems etc and changes to existing ones.

Safety Alert Service - to issue the Network an ATM-related warning, reminder or request support that affects the safety of aviation operations.

InCAS (Interactive Collision Avoidance Simulator) - usually deployed in association with ASMT, InCAS permits ANSPs to analyse more closely specific ACAS events and so improve the lessons learned capability.

Call Sign Similarity Tool - allows aircraft operators to detect and then de-conflict similar call signs (according to a set of agreed rules) embedded within their aircraft operator schedules. Single AO de-confliction (Service Level1) started in March 2012; the feasibility to move to multi-AO de-confliction (i.e. between different airlines) will be studied during 2015 with any operations starting from the end of 2016 at the earliest.

SKYbrary Toolkits - various toolkits consisting of learning notes, video tutorials etc covering safety improvement initiatives such as level bust, runway incursion, air ground communications, airspace infringements, human performance and unstabilised approaches.

ATFCM Operational Safety Risk Management of Weather Resilience.

Safety Nets (see section 5.11.3).

Effectiveness of Safety Management/Standard of SMS Excellence (SoE) - is a specially designed questionnaire to assist in the measurement of the effectiveness of ANSPs’ SMS in support of the EC Performance Scheme (EC


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390/2013). During 2015, a new SoE questionnaire was developed and this will be used as of 2016. The aim is to support all European ANSPs and FABs to be Level D for 50% of the areas in the Effectiveness of Safety Management by end of 2017 and 100% Level D - except for Safety Culture for which a level C is required - by 31 December 2019. To improve the support it can provide to its stakeholders it is essential that the Network manager itself has a properly functioning and regulated internal SMS. The Network Manager aims to reach Level D for 50% of the effectiveness of SMS elements by 2017 and for all elements by the end of 2019.

Safety Culture - specially designed questionnaire (and follow-up workshops) to measure the safety culture across an organisation with the aim of identifying areas for improvement. Improving safety culture in individual ANSPs is considered a key enabler to achieve the SESAR safety target (i.e. a 10 fold increase in the level of safety in 2025 compared with 2005). The intention is to support the measurement of Safety Culture of the remaining ECAC ANSPs (that have not yet conducted survey) as soon as possible.

As planned, the Degraded Modes of Operations Awareness Sessions were provided to 14 ANSPs that have undertaken Safety Culture surveys and to NM. However, the Sessions are still available to ANSPs on request, on a UPP basis.

Just Culture is an integral part of overall Safety Culture. To further enhance the availability of safety data (for instance by encouraging voluntary reporting of non-mandatory occurrences), it is necessary for the majority of European states to improve the Just Culture both within ANSPs and more widely at national levels.

Nevertheless, the Network Manager, working together with partners across the aviation and legal/judicial industries intends to develop, facilitate and implement a ‘Just Culture’ environment to support improved incident reporting and data sharing in ATM. The work is centred around 3 activity strands:

o Implementation of a Model Just Culture Policy in 90% of ANSPs by 2019.

o Delivery of Just Culture Prosecution Expert Courses (2 - 4 per year) to train 50 ATCOs and 50 pilots by end of 2019.

o Delivery of Regional Just Culture Roadshows/workshops (3 per year) for ANSPs/FABs until 2019.

Human Performance - despite all the technological advances, the human remains central to ATM. The Network Manager has unrivalled expertise in the field of ATM Human Performance and is leading the way for the implementation of human performance enhancement initiatives. These will be key to the successful deployment of SESAR. The intention is for the Network Manager, working with ANSPs, to jointly develop and implement the Safety Team’s Safety Human Performance Plan 2019 and beyond, to ensure the sustainability of the SES 5th Pillar - Human Factors.

5.10.2 Runway Safety (R-SAF)

Runway Incursions

The number of runway incursions remains high, with approximately three per day being reported. This is a difficult and complex problem which may increase as more airports engage in high intensity runway operations.

Implementation target: The recommendations contained in Edition 2.0 of the European Action Plan for the Prevention of Runway Incursions (EAPPRI) need to be implemented. Implementation monitoring will be via ESSIP Objective AOP03.


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Runway Excursions

The number of runway excursion accidents has remained stable for the last 20 years. EUROCONTROL, in conjunction with cross industry support, has compiled a set of recommendations and guidance material to help reduce the accident rate and prevent runway excursions. Implementation monitoring of European Action Plan for the Prevention of Runway Excursions (EAPPRE) ANSP recommendations will be via ESSIP Objective SAF11.

5.11. Pan European Capacity Enhancement Plans

5.11.1 CPDLC Services

Description

The LINK 2000+ Programme which ended in 2010 packaged a first set of en-route Controller Pilot Datalink Communication (CPDLC) services into a beneficial and affordable set for implementation. These 3 basic services provide for automating the routine tasks which currently account for up to 50% of controller time:

o ATC communications management;

o ATC clearances;

o ATC microphone check.

The map above shows the area where the services are deployed and in operation.

Observations on the flight deck and on the ground have shown that voice communications between pilots and controllers often need to be repeated or are


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misunderstood. CPDLC provides clear, unambiguous information directly to the cockpit – thus helping to solve this problem. The CPDLC services do not replace voice as the primary means of communication; both media should always be available, providing a definite safety improvement. In case of non-standard communications or emergencies, “revert to voice” is the procedure to be followed.

ANSPs are updating their flight data processing systems (FDPS) and HMI systems.

Communications services providers, e.g. ARINC and SITA, together with the ANSPs are deploying the ATN/VDL Mode 2 air-ground datalink network that is supporting both AOC and ATS communications. Airspace users are equipping with updated pilot HMI, CPDLC avionics and VDL Mode 2 radios.

Milestones / Timeline

The milestones for the CPDLC deployment are defined in the Datalink Services Implementing Regulation i (EC) No 29/2009, amended by the Commission Implementing Regulation (EU) 2015/310, as of 26 February 2015.

Implementation milestones

Equip upper area control centres (ACCs) with CPDLC as specified in COMMISSION REGULATION (EC) No 29/2009 (as amended by Regulation (EU) 2015/310).

Equip aircraft with CPDLC as specified in Commission Regulation (EC) No 29/2009 (as amended by Regulation (EU) 2015/310).

The relevant dates are now as follows:

5th Feb 2018 – By this date all EU Region ANSPs must have implemented an operationally compliant system.

5th Feb 2020 – By this date all aircraft operating above FL 285 must have been fitted with a compliant system.


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Expected Benefits

All pilots and controllers exposed to CPDLC recognise the advantages: o Fewer misunderstandings - increased safety, o Reduced R/T time - increased efficiency.

This leads logically to increased safety and efficiency in the ATM system estimated at 11% over the period 2011-2018/2020 for the European Region as a whole, in addition, it is paving the way for the future datalink enhancements (i4D, ATN-B2) currently developed by SESAR.

Together with the Radio Frequency Function, and 8.33kHz implementation, Datalink is also contributing to an efficient use of the existing scarce VHF spectrum resource.

5.11.2 Surveillance Modernisation Support

Description

This NM activity supports the performance based modernisation and rationalisation of Surveillance infrastructure and applications, focusing on the implementation of ADS-B, and Multilateration, thus enabling improvements of the European ATM Network.

The support is provided in the areas of the development of generic safety, security and performance requirements for Surveillance, driven by the operational applications and the associated operational environment. It leads or actively contributes to European or international fora and organisations (such as EUROCAE/RTCA, EASA and ICAO), ensuring global interoperability for applications, Users, systems and technologies (through standards, Specifications and certification material).

The Surveillance Modernisation Support activity supports implementations aiming at early benefits in the transition period towards full equipage as well as the full scale benefits expected thereafter.

The activity supports the implementation of EU Regulation 1207/2011 (SPI IR) and its amendment. The Step 1 of the amendment was completed with the publication of EU Regulation 1028/2014, including date shifts for airborne implementation (2016 for forward fit and 2020 for retrofit). The Step 2 of the amendment is ongoing and planned for completion by 2018.

The activity also provides Surveillance performance assessment and reports.

Moreover, it addresses the synergies, rationalisation and integration of infrastructure within Surveillance and with other domains/systems, in order to further improve the performance of the Network.

Milestones / Timeline

The main milestones and associated schedule are as follows:

Interoperability and Integration Support:

o 2016-2018 Inputs to Generic Surveillance (GEN-SUR) Safety and Performance Requirements standard

o 2016 – 2020 Inputs to EUROCAE/RTCA, EASA and ICAO for application and system standards, Specifications, certification and guidance material

o 2016-2020 Infrastructure rationalisation and integration Support

o Inputs to CNS integration and ACAS (hybrid Surveillance)

o 2016-2020 Support to space-based ADS-B (with inputs to international activities)


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Safety and Security Support:

o 2016 Generic Surveillance (GEN-SUR) Security Case for airborne Surveillance

o 2016– 2020 Safety and Security Case support to local implementations

Implementation Transition Support

o Annual update of Implementation status, plan and opportunities

o 2016-2020 Support to local implementations

o ADS-B Out (EU Regulations No 1207/2011, 1028/2014 and Step 2 amendment)

o 2016 Forward-Fit

o 2020 Retrofit

o 2016-2018 Support for the Rule Step 2 amendment

o 2016-2020 Support GA and other low-end Users (e.g. RPAS)

Surveillance Performance Assessment

o Performance assessment reports

Action required from stakeholders

Stakeholders should comply with the provisions of the EU Regulation 1207/2011 (SPI IR), its Step1 amendment (EU Regulation 1028/2014) and the emerging Step 2 amendment.

Business case analysis is required by ANSPs to support decisions on ground implementation and by airspace Users for airborne implementation.

Expected benefits

The modernisation and rationalisation of Surveillance infrastructure and applications, including ADS-B and Multilateration, provide important features and associated performance improvements to the ATM Network:

• Full “Network-wide” Surveillance coverage • Surveillance in all phases of aircraft operation, i.e. no gaps from gate-

to-gate • Air-to-air surveillance, i.e. traffic picture available on board • Surveillance data provided directly from on-board systems • The aircraft becomes an integral part of the Network

• Higher performance • Improved Safety and Security • Increased Capacity • Improved Cost-efficiency

• Reduced cost of the Surveillance infrastructure • Improved Flight Efficiency

• More efficient flight profiles e.g. in areas where previously Surveillance was not cost-effective

• Fuel savings • Environmental sustainability (reduced CO2) • Improved spectrum efficiency, reduced RF pollution and increased viability of

the 1030/1090 MHz datalink • Global Interoperability • Foundation for future applications (spacing, separation etc.), targeted in

SESAR.


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5.11.3 Safety Nets Description

This project will increase effectiveness of ground-based safety nets (STCA, MSAW, APM and APW) by promoting implementation and best practices. STCA is a Pan-European ESSIP objective, while MSAW, APM and APW are multinational ESSIP objectives (ECAC area except France and the Netherlands).

In support of ICAO ASBU modules in the GANP, Safety Nets work will also incorporate the adoption of a coordinated approach towards reviewing/developing ICAO SARPS, PANS and guidance material; and support to the development of an ICAO Manual for Ground-based Safety Nets.

Milestones / Timeline Support the implementation of effective "level 2" ground-based safety nets in all EUROCONTROL member States by the end of 2016.

Support the definition of "level 3" ground-based safety nets by end of 2016 and implementation in the European core area by end of 2018.

Action required from stakeholders

Stakeholders’ milestones: implementation of Safety Nets by the end of 2016 at all ATS Units.

Expected benefits In 2010 approximately two thirds of European ANSPs surveyed did not have some form of tool for analysing safety nets and fewer than 20% were using all four safety nets. By the end of 2016 this should be rectified and result in a significant increase of the achieved level of safety throughout the European airspace.


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6. Operational Performance Enhancement Plans and Actions at Local Level

6.1. ACC Capacity Enhancement Measures

The Network Manager supports ANSPs in the development of their local capacity plans to meet the Network performance targets, providing operational and technical expertise as required. This section of the NOP summarises the initiatives, other than airspace structure development, undertaken by ANSPs to improve ACC capacity within the current planning cycle.

To ensure the required delivery of capacity in the medium-term, detailed capacity plans are developed by the ANSPs for each ACC, in close partnership with the Network Manager. The medium-term capacity plans detailed in this document are also included in the traffic and capacity chapter of the Local Single Sky Implementation Plan (LSSIP) 2016-2020. Details of individual ACC capacity enhancement initiatives can be found in Annex 5 at the end of this document.

The maps below indicate the ACC percentage capacity increases currently planned for summer seasons from 2016 to 2020 with respect to the 2015 agreed ACC capacity baseline.


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Note that the capacity plans in this document were formulated in response to the capacity requirement profiles 2016-2019, which were calculated according to the February 2016 EUROCONTROL Seven Year Forecast.

Comparison of current capacity plans with the current reference profile can be found for each ACC in Annex 5.

Summary of ACC capacity plan initiatives

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Albania / Tirana 2016-20 2017 2017 2017 2018

Armenia / Yerevan 2016 2017-18

Austria / Vienna 2016-20 2016-19 2016-19 2018 2016-20 2016-20 2016-20 2016-20 2016-20 2016-20

Azerbaijan / Baku 2016-20

Belgium/Luxmbg / Brussels 2016-18 2016 2016-20 2017-18 2016-20 2016-20 2016 2017-18

Bosnia Herzegovina / Sarajevo 2018-20 2016-20 2016-20 2017-18 2016-20 2019-20 2016-18

Bulgaria / Sofia 2016-19 2016 2016-19 2016-19 2016-17 2016-20 2016-20 2016-20 2016-20 2016 2016 2017-19 2016-20

Croatia / Zagreb 2016-19 2016-19 2016-20 2016-20 2016-19 2017 2016-20 2016-19 2016-19 2017 2016 2019 2016-19 2016-17 2016

Cyprus / Nicosia 2016-20 2018-19 2016-17 2018 2016; 17 2018 2016-20 2016 2016-18 2016-20 2016-19 2018 2016-19 2016-20 2016-19

Czech Rep./ Prague2016-17;

20

2016-17;

20

2016-17;

202017 2016-20

2016-17;

19-202016-19 2017 2016-20

Denmark / Copenhagen 2016-20 2016 2016-20 2016 2016-20 2016 2016-20 2016-20 2016-20 2016-20

Estonia / Tallinn 2016 2017-18 2016; 18 2016-18 2016 2016 2016-19

EUROCONTROL / Maastricht 2016-17 2019 2016-17 2016-20 2016-17 2016-18 2016-17 2016 2016

Finland / Tampere 2016 2016 2018 2016-18 2016-18

France / Bordeaux 2016-19 2019-20 2016-19 2016-20 2016-20 2016-20 2016-20 2016-20 2017 2017 2016-18

France / Brest 2016-17 2019-20 2016-19 2016 2018 2016-20 2016-20 2016-20 2016-20 2016 2016 2016-18

France / Marseille 2016 2019-20 2016-19 2017 2018 2016-20 2016-20 2016-20 2016-20 2019

France / Paris 2016-17 2019-20 2016-19 2016-8 2018 2016-20 2016-20 2016-20 2016-20 2020

France / Reims 2016-17 2019-20 2016-19 2016; 18 2018 2016-20 2016-20 2016-20 2016-20 2019

FYROM / Skopje 2018 2017 2017

Georgia / Tbilisi 2016-20 2016-17 2016-17 2016-18 2016-18 2016 2016 2016-20 2016-20 2016-18 2017 2016-20

Germany / Bremen 2017-19 2017-18 2017 2017 2019-20

Germany / Karlsruhe 2016 2019 2016-17 2016-18 2017 2016-19 2016-17 2016-17 2019

Germany / Langen 2017-20 2016-18 2017 2016-20 2017 2016-17 2016-18 2019

Germany / Munich 2016 2017 2016-20 2017 2016; 20

Greece / Athens 2016-20 2016-17 2016-20 20162016-

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Greece / Makedonia 2016-20 2016-17 2016-20 20162016-

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Hungary / Budapest 2016-20 2016 2016-20 2016 2019

Ireland / Dublin 2016-20 2016-20 2018 2016-20 2016 2016-20 2016-20 2016; 18 2016

Ireland / Shannon 2016-17 2016 2016-20 2016-20 2016-20 2016-20 2016 2016; 18 2017; 20 2016-20 2016

Italy / Brindisi 2016-20 2016-17 2016-20 2016-20 2016-20 2017-20 2016-20 2016-18 2016 2016-20

Italy / Milan 2016-20 2016-17 2016-20 2016-20 2016-20 2016-20 2016-20 2017-18 2016-17 2016-20

Italy / Padova 2016-20 2016-17 2016-20 2016-20 2016-20 2017-20 2016-20 2017-18 2016-17 2016-20

Italy / Rome 2016-20 2016-17 2016-20 2016-20 2016-20 2018-20 2016-20 2017-18 2016-17 2016-20

Latvia / Riga 2016-20

Lithuania / Vilnius 2016-19 2017-19 2017-8

Malta 2017 2017 2016

Moldova / Chisinau 2016 2016

Netherlands / Amsterdam 2017 2019 2017-18

Norway / Bodo 2016 2016-20 2016-20 2020

Norway / Oslo 2016 2016-20 2016-20 2020

Norway / Stavanger 2016 2016-20 2016-20 2020

Poland / Warsaw 2016-20 2016-17 2018-19 2016-17 2018 2016-20 2016-20 2018-19 2018-20 2016-20 2016-17

Portugal / Lisbon 2016-18 2017 2018 2016 2016-20 2016-20 2016-20 2016-19 2019 2017; 18 2016 2016-20 2016-18 2016-17

Romania / Bucharest 2016-20 2016-20 2016-20 2016-19 2016-20 2016-20 2016 2017 2017 2016-20 2016 2017

Serbia / Belgrade 2016 2017-18 2016-18 2016 2017 2016-17 2017-18

Slovak Rep./ Bratislava 2016-20 2016-20 2017-19 2016 2017-19 2016-20 2016-19 2016 2019 2017 2016 2016-20

Slovenia / Ljubljana 2016-20 2016-20 2016-20 2016-20 2016; 18 2016-20 2016-20 2016-20 2016-20

Spain / Barcelona 2016-20 2018-19 2016; 19 2016-17 2016-20 2016-17 2017 20162016; 18-

192016 2016-20 2016

Spain / Canarias 2016-20 20182016;17;1

92016-20 2017 2016 2018-19 2016 2016-20 2016

Spain / Madrid 2016-20 2018-19 2016-18 2018-20 2016-20 2017 2016 2018-19 2016 2018 2016-20

Spain / Palma 2016-20 2017 2017 2016-202016; 18-

192016 2016-20 2016;19

Spain / Sevilla 2016-20 2018 2016-20 2017 2016 2018-19 2016 2016-20

Sweden / Malmo 2016-20 2016 2016-20 2016-20 2016 2016-20 2016 2016-20 2016-20 2016-20

Sweden / Stockholm 2016-20 2016-20 2016 2016-20 2016-20 2016 2016-20 2016-20 2016-20

Switzerland / Geneva 2019 2016-17 2019 2020 2016-19 2016-19 2016-19 2017 2016-19 2016-19 2017; 2020

Switzerland / Zurich 2016 2019 2016-17 20192016; 18-

202016-19 2016-19 2017 2016-19 2016-19 2018

Turkey / Ankara 2016-20 2017-18 2017-19 2017-18 2016 2016-20 2016-20 2016-20 2016-17

Ukraine / Dnipro, Odesa, Kiev 2016-20 2016-20 2016 2016-20

Ukraine / L'Viv 2016-20 2016-20 2016 2016 2016-20

UK / London ACC 2016-17 2016-20 2016 2016-20 2016-20 2016-20 2016-20 2018-19 2016-20 2016-20

UK / London TC 2016 2016-20 2016-20 2016-20 2016-20 2017; 19 2016-20 2016-20

UK / Prestwick ACC 2016-19 2017 2016-20 2016-20 2016-20 2016-20 2016-202016; 18-

202016-20 2016-20

State / ACC Capacity

Enhancement Measures


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6.2. Airport Performance Enhancement and network integration

The majority of activities highlighted in this section are forming part of the Network Manager strategic project on “Airport/TMA Network Integration”. For all of those activities, targets have been formulated until end of 2019, which can be found in the 5.5.3.

6.2.1 Airport Performance from a network perspective

In relation to the performance scheme and the targets set for the network, the Network Manager will, amongst others, monitor airport performance and identify the real causes that generate delay, in cooperation with its stakeholders. One of the Network Manager’s objectives is to establish a full operational integration of airport operations with the European ATM Network, enabling a more proactive and responsive service to facilitate better predictability and optimal management of the network.

6.2.2 Network Manager Enhancement Plans and Actions at Individual Airports

The task of the Network Manager is to support airport stakeholders in making optimum use of existing infrastructure and ensure that the capacity made available is fully planned into the Network operations.

In the planning process, airport capacity projections and any traffic variations are used as inputs to ensure that sufficient en-route capacity is made available to accommodate the agreed level of airport capacity and respond to the agreed performance targets.

Under the remit of Network Management, there is a focus upon identifying the causes of demand exceeding declared capacity levels by assessing all potential influencing factors and propose mitigation measures for aligning daily operations closer to the strategic plans.

The Network Manager focus is on the areas such as airport slots and flight plan consistency, as well as support to capacity assessments, which will ensure that all relevant factors are taken into account and finally, that the capacity of en-route and TMA is sufficient to accommodate the predicted runway throughput.

Improving information exchange between the NMOC, flow managers and airports is also part of the scope. The objective is to increase the quality of information on events that may impact demand or capacity and provide a network view to stakeholders including any potential network impact. This will support operational contingency with the aim to cooperatively handle operational impact on the network and will serve to increase the visibility of airport operations at network level.

Close follow up of planned airport events from the strategic to the tactical phase, ensuring early coordination and identification of any required mitigation actions is also an area of priority. This contributes to an improved management of the network by having a view on potential network impacts during the strategic and pre-tactical phases, enabling the identification of any interdependencies and providing advice to the stakeholders accordingly.

The Network Manager aims to identify best practices and support airport operations through targeted cooperative action plans. This section reports the planned activities for the period 2016-2019/20, aiming to improve airport and network operations, working with local stakeholders to reduce delays and improve the operational efficiency of airports.


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6.2.2.1 Airport Capacity and Performance Measures (ACAP):

Airports are the nodes of the European ATM network. The Network Manager role with regards to the airports is defined in the Implementing Regulation 677/2011, notably:

Improve airports operational performance (from the Network Manager

perspective) by:

o Assessing ATFM delays

o Improving common awareness and performance through shared

information

o Addressing TMA efficiency by reducing airborne holdings

Strengthen the partnership between the Network Manager and airports

Consistent application of existing regulation, practices etc., and

Development of joint action plans, liaison, and operational services.

The Network Manager objective for 2016 to 2019/20 is to deliver an average annual 5% reduction of airport operations generated delays (airport arrival ATFM delays) in close collaboration with airports concerned.

This is supported by:

The NM/Airport unit process of maintaining a list of “Airports important to the

Network” which highlights the most impacting airports to the network at a

given moment. This guides NM/Airports unit in setting its priorities.

The Network Operational Performance Playbook: the process of cascading

the yearly network performance target into monthly, weekly and even a daily

guideline has been established with the objective being to produce

operational daily delay performance targets for a number of critical areas

(Network Operational Performance Playbook) aimed at focussing efforts on

achieving overall performance targets.

The Network Manager ACAP activity aims to contribute to the achievement of the Network Manager role and target as described in 2016-2019/20 planned activities below.

6.2.2.1.1 Arrival delays reduction

Continuation of the established process including flight plan and airport slot consistency to minimise delays even with increased traffic. For example actions will be continued at the Greek island’s airports over the coming years until infrastructure and staffing levels are satisfactory to accommodate the traffic growth. This kind of activity may also be applied at other regions or individual airports for which it would bring benefit.

Greek Islands Action Plan The traffic to the Greek Islands summer destinations saw an increase of 4% in 2015 vs. 2014 for the period between April and October. These airports are operating at the limit of their declared capacity during periods of peak demand, so arrival delays over the period increased from ~430k minutes to ~762k minutes. However, when referring to the graph below, it is clear that the overall performance has improved since 2012 when the joint Network Manager / HCAA Action Plan was launched.


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The continuous long-standing problems at Greek islands airports are relating to airport layout, terminal buildings capacity, poor airport slot tolerance window of +/- 30 min, insufficient number of staff and lack of radar, which in consequence, requires the conduct of non-radar approach procedures at certain airports.

The mentioned problems are unlikely to be resolved before the privatization of the airports, which supposedly may provide sufficient funding for the airport infrastructure and technological modernization. Due to this ongoing process of privatisation in Greece, all the next steps will be agreed in coordination with local authorities and partners considering latest evolution at each airport.

The cooperation and joint efforts of the NMOC and the Hellenic Air Navigation Service Provider (HANSP) has provided a major contribution to reduce delay levels that would have been much worse without.

Traffic is forecasted to grow at 3% in 2016 across all airports, but some airports such as Mikonos will see double digit growth again, putting further strain on the system if operators are unable to meet their approved airport slot.

Similar measures as before will be applied from 2016 onwards until staffing levels and infrastructure have improved to an extent that the significant traffic growth can be accommodated. Also, other decisions and actions are already taken and are described below:

Like in the past three years, in preparation for the summer season the

NM/Airport unit experts will call for a meeting with the airlines to present

analysis of the busiest days and busiest airports, thus giving the airlines the

heads up for the coming season. The experts will re-iterate the importance of

the fair play by sticking to the allocated airport slot.

Surrounding and en-route FMP’s and ACC’s will be briefed about the traffic increase expected for Greece at the SE Axis meetings.

The continuation of Greek Law requiring that GA/BA traffic will be included in the airport slot management process in 2016. This is likely to lead to an improvement in airport performance. The Network Manager will continue on a tactical basis to cooperate with GA/BA operators to help ensure that additional flights can be accommodated.


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Spain/Baleares Due to the current political situation in the Middle East and North Africa also influencing traffic to Turkey, based on information from tour operators, it is expected that bookings are significantly reduced to these destinations for the summer holiday period. For this reason, a significant increase in holiday traffic to Spain is expected, putting more pressure on airports on the Baleares.

The Network Manager will closely monitor the evolution and assist AENA and ENAIRE in the management of such traffic.

Reduced Slot Tolerance Window (STW) Trial

In 2015 an operational trial was organised in collaboration with London Heathrow and Frankfurt airports to verify if a reduction of the STW can help to reduce the risk of over-deliveries.

The purpose of this trial was to demonstrate a clear link between the reduction of the STW and a reduction of over-deliveries, especially in the en-route sectors and secondly to demonstrate that a reduction of the STW will positively influence CTOT adherence at the destination airports. It is expected that a reduction of the STW will contribute to a smoother and more cost efficient operations within the network. Specifically, it should reduce the risk of over-deliveries and increase predictability. A reduction of over-deliveries will also reduce the need to apply ATFM measures and will potentially increase capacity.

First results indicate that the adherence to CTOT can be improved considerably by up to 20%. The assessment of the results of this trial is on-going and depending on the outcome, a similar event with a wider scope will be organised in coordination with the relevant stakeholders.

6.2.2.1.2 Capacity Studies

Such studies are performed with the Network Manager tool “Performance Indicators Analysis Tool for Airports” (PIATA+). The Network Manager is working on a profound upgrade of the PIATA+ Tool. After the initial Requirements Phase, the new tool is now under development and will be finished for the summer 2016. The tool PIATA Neo includes new functionalities such as Graphical Representation and TMA Analysis, a new user friendly interface and other enhancements.

The Network Manager may recommend a study to an airport following certain conditions such as:

Airport is negatively impacting network operations

Airport with highly increasing demand and operating close to capacity limits

Airport where a major special event is planned and high demand is expected during a specific period.

The main aim is to assess if the available capacity is being used to its best possible extent and, if not, identify recommendations for improvements.

6.2.2.1.3 Monitoring “Airports Important to the Network”

The Network Manager Airport Operations and ATFCM experts regularly meet to address delay issues at airports that are generating them on a regular basis or during particular seasonal operations. The NMD/Airport Unit developed a methodology considering criteria for determining which airports have a potential impact on the performance and operational efficiency of the network during summer or winter season.


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The reference used is the list of “Airports important to the Network”. It is used to guide the prioritization of the Network Manager required actions at airports. Based on the dynamic list of airports important to the network, the Network Manager will address individual airports where it is identified that joint activities would support decreasing their delays. This is a continuous task.

The methodology consists in:

Defining eligible airports to be considered in the process

Conditions

o Community Airports with more than 150,000 ATM/year1;

o All coordinated (Level 3) and schedules facilitated (Level 2) airports

with more than 50,000 ATM/year.

Supplementary set of conditions

o Community Airports not compliant with conditions above:

Non-coordinated and non-schedules facilitated airports with ATM >

50,000 per year;

All coordinated and schedules facilitated airports with ATM <=

50,000 but 1,000 or more per year (50,000 >= ATM >= 1,000).

o Non-community ECAC airports: All airports with more than 10,000 ATM/year; All coordinated and schedules facilitated airports.

Criteria used for prioritization

Airport Coordination Category – the IATA coordination level for each airport, if applicable, is recorded for summer and winter season;

Total Number of IFR Arrivals (Airport Class) – this criterion reflects the total number of IFR arrivals the airport absorbed during a predefined period;

Delay / IFR Arrival Ratio – this criterion reflects the portion of delay in relation to the number of IFR arrivals for the evaluated period, e.g. one summer season;

Seasonality – the traffic level at airports is not always equally distributed over the year. According to the season (summer or winter) some of them are subject to peaks. This could help the NMD/Airport Unit to focus on airports that are influenced by a particular season because of high traffic levels.

Applying weighting and scoring factors – Final result

Based on airport data available and after some calculations using pre-defined scores and weights, the result of this process is a list of airports, ranked according to their impact on the Network (seasonal analysis : focusing on summer or winter IATA period), enabling the Network Manager to focus its work programme and manage its resources tailored to the measures eventually required.

The list is released twice per year, in alignment with the IATA summer and winter seasons, to the AOT and supports the NM/Airport Unit as one element for determining their priorities (refer to 6.2.3 for more details).

1 Air Transport Movement per year


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6.2.2.1.4 States requests - Flight Plan suspensions

The Network Manager supports States decision making authority when they decide introducing flight plan suspensions at their coordinated airports.

In 2014 the French DGAC started such a process for Nice airport and extended it to Lyon from 2015 onwards. As from winter season 2015/2016, the DGAC France has asked the Network Manager to apply the procedure for an indefinite duration for Nice and Lyon airports.

Italy’s ENAC has applied a similar process for Venice airport in past summer seasons. A new agreement is being signed between ENAC and EUROCONTROL for all Italian coordinated airports.

6.2.2.1.5 Integration of TMA and Airport operations

A number of activities are foreseen to enhance the better integration of TMA and airport operations. The renewed PIATA Neo tool will include TMA and airport interdependencies in the analysis function and will be ready for use as from summer 2016 onwards. Further it is envisaged to improve and support the implementation of the following activities:

CDO/CCO (refer to 6.2.2.5)

Wake RECAT solutions (refer to 6.2.2.8)

TBS (refer to 6.2.2.9)

PBN will support smaller airports that have no precision approach technology and it will also serve as a back-up for larger airports.

The application of Target Time of Arrivals (TTA) as an element of Cooperative Traffic Management.

Improving vertical efficiency in TMAs through CDO and CCO as well as PBN implementation will also contribute to flight efficiency improvements and environmental friendly operations in airports and TMAs.

6.2.2.1.6 Airport Capacity and Performance (ACAP) Training

The NM has developed a new training course to look at airport capacity and performance (ACAP) from a network perspective. This course gives insight in capacity planning from an airport operator’s point of view, including the local actors as well as from a network manager point of view. It further helps to understand how airport capacity can be assessed and how enhancements can be determined based on such an assessment.

A successful pilot course was delivered in October 2015 and regular courses are offered twice yearly as from March 2016.

6.2.2.2 Airport Collaborative Decision Making (A-CDM)

The implementation of Airport Collaborative Decision Making improves operational efficiency at airports by reducing delays, improving predictability and optimising the utilisation of resources.

As a result of Airport Collaborative Decision Making (CDM), the network is also served with more accurate take-off information to derive Air Traffic Flow Management (ATFM) slots. As more airports implement Airport CDM, the network will be able to issue slots more efficiently and reduce buffer capacity due to improved predictability. This enables reduction of ATFM regulations and consequently a decrease in overall delay.


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In 2015 a number of airports also took significant steps towards full A-CDM implementation. The Network Manager anticipates that Geneva, Milan Linate and Paris Orly airports will be connected to the network in the first half of 2016 with other 4 to 5 airports to follow by the end of 2016. This will be followed by other 5 or 7 airports in 2017. At present one airport is planned for implementation, however the Network Manager will look to identify other suitable airports.

A-CDM implementation % Departures in NMOC area:

Number of airports:

Percentage of CDM departures operational by end 2015: 26.46 18

Percentage of CDM departures planned end of 2016: 38.52 28

Percentage of CDM departures planned end of 2017: 43.55 32

In 2012 the European Commission, through the TEN-T Agency made available a first tranche of funding (up to 20% of eligible costs) to assist airports in implementing A-CDM. Participation implies a commitment to implement A-CDM. Eleven airports benefitted from this tranche, which finished at the end of 2014. EUROCONTROL/Network Manager, as co-ordinating body, submitted a new proposal in early 2014 for a second tranche of funding. This proposal was accepted and further 8 airports are now benefitting from it.

This hopefully will help to accelerate the achievement of the current implementation target, which is 42 airports to reach full implementation by end 2019.

For further information about the A-CDM project, refer to the Airport CDM Website (http://www.euro-cdm.org).

CDG

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http://www.euro-cdm.org/


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6.2.2.3 Advanced ATC Tower implementation

The airports currently without plans to implement the A-CDM process but still wishing to integrate with the ATM network may do it by implementing an Advanced ATC TWR process. A number of airports are also considering this option as a first step towards full A-CDM implementation. Such airports provide a reduced set of DPI messages with a reduced set of advantages (compared to CDM airports). An Advanced ATC TWR airport provides Target Take-Off-Time (TTOT) estimations as well as Variable Taxi-Times (VTTs) and SIDs to the NMOC. These are provided from the moment that the aircraft leaves the blocks.

Currently 18 airports are connected to the Network as an Advanced ATC Tower airport representing 6.44% of departures in the NMOC area.

Interest in this implementation has been expressed by a number of countries. In 2016 the UK is connecting to the Network 4 non EFPS equipped towers representing an additional approximately 1% of departures in the NMOC area (in total 7.4%), with the possibility of more to follow. Nice airport is also expected to connect to the Network in Q3 2016 representing a further 0.84% of departures, bringing the total percentage of departures from Advanced ATC Tower airports to more than 8%.

The Network Manager’s target is to implement ATC Advanced Tower at 50 airports by 2019.

6.2.2.4 Advanced Surface Management, Guidance and Control Systems (A-SMGCS)

The Advanced Surface Movement Guidance and Control System (A-SMGCS) has been recognised as an important technical and operational enabler laying the foundation for an enhanced and efficient airport Surface Management. Maintaining runway throughput through an efficient surface management without jeopardizing runway safety is another important goal to which A-SMGCS is a key contributor.

A-SMGCS Surveillance function (currently denominated Level 1) and A-SMGCS Airport Safety Nets (including the current Level 2) are identified as the pre-requisites for specific Pilot Common Projects2. Major airports have already implemented Level 1 and Level 2 and others are in the process of implementing either Level 1 or Level 2. The NMD/Airport Unit will ensure that it maintains its knowledge on all A-SMGCS related subjects and topics, in order to guarantee the proper deployment of Essential Operational Changes in the key area of Airport Integration & Throughput.

The NMD/Airport Unit will ensure:

Implementation support to its stakeholders and airports

Provide an A-SMGCS Implementation Course twice per year

Provide a bi-annual A-SMGCS Workshop

Upgrade EUROCONTROL A-SMGCS documentation

Follow-up of activities within EUROCAE working groups dealing with A-SMGCS matters

Follow-up of the evolution of A-SMGCS technology and operational improvements

Participate to different A-SMGCS forums to maintain interaction with industry, suppliers and manufacturers.

The Network Manager’s target is to support the implementation of A-SMGCS at 10 airports by 2019.

2 Departure Management integrating Surface Management Constraints, Automated Assistance to Controller for Surface Movement Planning and Routing, Airport Safety Nets.


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6.2.2.5 Continuous Descent Operations /Descent Operations (CCO/CDO)

Environmental restrictions are now in place at most European airports. It is likely that the number of restrictions will continue to grow, resulting in a negative impact on the optimum network performance. One major mitigation measure is the implementation of the Continuous Climb/Descent Operation (CCO/CDO) technique which offers an early opportunity to minimise the environmental impact of aircraft operations.

A rapid deployment of CDO throughout Europe, even on a limited basis (limited by hours of operation and commencement height) will empower the network to better respond to the environmental challenges. This response will be enhanced by evolving CDO to be enabled with more frequency and from higher levels (the ultimate aim being from Top of Descent). This will be achieved by changes to the airspace architecture and the widespread availability of harmonised support tools for controllers, which will ensure lateral and/or vertical segregation without impeding the optimum profile.

In addition, the European ATM Master plan states that amongst the Deployment Baseline changes, CCO/CDO are key contributors to performance.

By the end of 2015 89 airports published Continuous Descent Operations in the relevant AIPs during some part of the day or night and mainly from intermediate levels at this stage. Several airports have CDO's from 'top of descent' if traffic permits and a number of airports continue to look at extending times and levels for CDOs within their airspace reorganisation plans. Moreover, 51 airports either plan (9) or have implemented (42) CDO operations. Trials have been successfully conducted and have led to the introducing of CDO procedures.

Although CDO deployment has progressed well, a number of obstacles to a wider deployment have been identified (e.g. monitoring, awareness and training). The Network Manager focus will be upon addressing these issues, in particular the measuring and monitoring of CCO/CDO performance.

Any delay or inactivity in CDO implementation may have a major adverse effect on the activities necessary to implement the Master Plan. Thus, it is vital to identify and address obstacles as well as establish a CDO ‘culture’ throughout Europe in preparation for the 4D trajectory of SESAR.

By 2019 the Network Manager expects CCO/CDO to be implemented at 200 airports.

6.2.2.6 Pre-tactical and tactical Airports Information Exchange

The Enhanced Information Exchange (EIE) is a process of sharing data on anticipated capacity impact of airport events (weather related or other) between airports and the NMOC during the ATFM pre-tactical phase of operations.

The Enhanced Information Exchange is an important step in the integration of airports and the network, building upon the data exchange already taking place through A-CDM and coordination between airport stakeholders and NMOC.

As of 2015 the EIE reporting process, previously based on email exchange, was replaced by reporting via the newly established pre-tactical/tactical section of the Airport Corner which allows airports to report on events in a consistent and already familiar fashion thereby considerably reducing the workload associated with the reporting.

Airport events can be viewed in the Airport Corner as previously, or via the protected NOP portal.

Airports stressed that feedback information on how the data was used by NMOC is desired.


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In addition, instead of having to look up information on the NOP portal, requests have been made to automate airport event notifications via a selective subscription mechanism. Implementation of these features is planned in Q2 2016.

In the coming years the exchange of the EIE data shall gradually be replaced by direct airport to Network interfaces through an AOP-NOP link (refer to section 6.2.2.6).

In the longer term, developments of the Network Operations Portal are envisaged as to provide a consolidated network view to Airspace Users, Airport Operators and ANSPs. These include an integrated map view of information for enhanced situational awareness along with appropriate filtering mechanisms for specific areas of interest.

6.2.2.7 Airports strategic information provision

As defined under the Network Functions Implementing Regulation (677/2011) – Annex V - Appendix II - Airports, the Network Manager has a task to assist airports to take the “network approach” in solving operational issues and enhancing performance.

Therefore, the NMD/Airport Unit has implemented a centralized reporting process to capture relevant airport strategic information and monitor airport operations and planning. The process supports the early identification of mitigation actions aiming to minimize any negative operational impact in the network in the short, medium and long-term.

This process is supported by a secured web based tool, the Airport Corner, which enables quick and easy information provision from key airport stakeholders. It enforces coordination between local ANSPs and Airport Operators resulting in the provision of a “coordinated airport view”.

It was implemented 7 years ago, and currently 75 major European airports are actively contributing to this process. Other 35 additional airports are in the process of joining it.

The areas covered in the Airport Corner scope are:

Current and forecast capacities

Capacities under adverse conditions

Traffic forecast

Local plans impacting operations (2016-2036 – 20 years rolling plan) - strategic to pre-tactical airports information provision supporting airport information exchange (refer to section 6.2.2.6)

A-CDM implementation status

Future plans about intermodality

Environmental information

Changes on opening hours (impacting demand and/or capacity)

Adverse weather conditions impacting the airport and related procedures

TMA/Approach foreseen changes, CDO implementation status, separation and spacing procedures and practices

Traffic mix (flights and passengers), A380 current operations and plans

Infrastructure services including runway usage, systems and CNS information

Civil-military coordination information and

Local contact details.

The provision of airport strategic information to the Network Manager is an evolving process, and new information requirements are gradually (twice a year) implemented to respond to the network needs.


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NM/Airport Unit aims to work on the following objectives during RP2: Expand the number of contributing airports (15 – 20 airports per year)

Enlarge the covered information according to the Network Manager and airport’s needs

Continuous enhancement of the quality of the information in the tool by optimizing the validation process

Further integration with Weather management tools (e.g. Network Resilience tool, digital SNOWTAMs application)

Further integration to the NET tool / NOP portal.

6.2.2.8 Wake RECAT Solutions

6.2.2.8.1 RECAT-EU

The RECAT-EU wake turbulence scheme is a re-categorization into a 6-category scheme of ICAO wake turbulence (WT) longitudinal separation minima on approach and departure. It is based on a set of principles, comparing the wake generation and wake resistance between aircraft types, and splitting ICAO Heavy and Medium categories into ‘Upper’ and ‘Lower’ part. This split has been based on an initial clustering and grouping based on aircraft characteristics, and further refined and confirmed by a detailed wake turbulence risk assessment. This allows reduction of separation minima by 1 or 2 nautical miles for followers behind weaker wake generator types, and/or for followers with higher wake resistance including behind A380.

A comprehensive safety case has been developed and reviewed during a 9-month Stakeholders consultation.

In October 2014, following a technical review, EASA confirmed in a letter to Member States that the safety case report provides the assurance that the RECAT-EU wake turbulence scheme can be used by States and Air Navigation Service Providers as a basis to update their current schemes.

RECAT-EU will have a positive effect on safety and capacity and could significantly reduce airport delays. The main benefits are:

More accurate and efficient spacing will be delivered, gained from re-categorization logic

RECAT-EU brings potential runway capacity benefits of 5% or more during peak periods depending on individual airport configuration, by reducing space between a pair of aircraft

Gain in capacity could grow up to 8% at 5 years’ time horizon due to evolution of traffic mix

All airports can benefit from RECAT-EU, especially those with significant (at least 7% in a peak) “heavy” category traffic

Better protection against wake turbulence risk of very small ICAO Medium aircraft (<15T).

Paris CDG has conducted deployment activities and operations are planned to be launched in 1st Quarter 2016.

Expressions of interest have been received from several European airports. Following informative meetings, detailed capacity benefit analysis are planned to be conducted in collaboration with the local Stakeholders, to further scope the RECAT-EU solution for meeting the local operational constraints and maximizing benefits.

Guidance and support, in particular on the local safety case, will also be provided to interested Airports and Air Navigation Services Providers.


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6.2.2.8.2 RECAT–Pair-WISE (PWS)

As further optimisation of RECAT-EU 6-category solution, and resulting from a refined methodology, wake turbulence separation minima are specified on a pair-wise basis and with 0.5 nautical miles granularity, initially for 96 aircraft types representing 97% in European traffic. From the pair-wise minima, a 14-Category scheme is established to cover 99.9% of the traffic (the few remaining aircraft types are addressed by the RECAT-EU 6-CAT) The wake turbulence pair-wise separation (PWS) matrix complemented by the categories constitutes the RECAT-pair-wise minima solution package. The RECAT-pair-wise minima and associated safety case have been submitted to extensive Stakeholder consultation through the NM/Airport Operation Team (AOT) Wake Vortex Task Force, and is currently subject to EASA review for regulatory acceptance. There are various ways to operate the RECAT / PAIR-WISE solution:

the PWS minima can be applied as such (“Pair-Wise application”) with a need for ATC separation support tool, or

the PWS minima can be used to establish a customized N-category scheme, defined to be an optimum for a given traffic mix at an aerodrome, and built using a grouping of some of the categories of the 20-CAT scheme (14-CAT from the PWS matrix + 6 CAT from RECAT-EU for the most uncommon aircraft types).

Such N-category scheme may need an ATC separation support tool, or not, depending on the number of categories and associated complexity of separation combination to be managed by ATC. The customized N-category separation scheme solution can correspond to RECAT-EU 6-CAT grouping (since RECAT / Pair-Wise minima are inclusive of it), but also allows further local optimization considering local traffic mix.

At capacity constrained European hub airports, based on 2014 Summer traffic, RECAT-PWS operations can bring an additional 2-4% runway throughput increase in peak traffic period compared to RECAT-EU, and 5-8% compared to ICAO. It should be noted that the ATC separation support tool is also required to operate Time Based Separations (TBS) on final approach.

Used in combination with Wake RECAT / Pair-Wise Separation minima, 5 to 10% runway throughput increase is obtained irrespective of wind conditions delivering separations more efficiently and more easily.

The Leading Optimized Runway Delivery (L-ORD) tool integrates multiple spacing constraints for coping with WAKE separation minima, Surveillance minima, Runway Occupancy Times (ROT), and supports mixed mode runway operations to create optimised gaps in approach sequence to enable departures in-between.

It is expected that RECAT-PWS will become available for operational deployment from 2017 onwards.

By 2019 it is expected to implement a Wake RECAT Solution at 5 airports.

6.2.2.9 Time Based Separations for Arrivals (TBS)

Strong headwinds are one of the causes for decreasing landing rates at airports, by reducing aircraft speed during the approaches. This turns either into delays or flight cancellations. Within the scope of SESAR, TBS project has developed new operating methods for spacing aircraft by time during strong headwinds conditions, instead of applying distance separations.


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By reducing space between a pair of aircraft, TBS pursues to decrease the gap between the landing rate in light headwind conditions and with strong winds. Therefore, the capacity will be maintained at the same level under different wind situations. As the wake strength impacting the aircraft is lower with heavy winds, safety levels will be maintained even if the distance between the pair of aircraft is reduced.

TBS uses a new Human-Machine Interface (HMI) for delivering the require separation minima between aircraft. The Human-Machine Interface displays customized information for approach and control tower. Target distance indicators are displayed on the extend runway centreline of the final approach controller radar display and the tower runway controller air traffic monitor display.

TBS new operating methods can replace DBS (Distance Based Separations) or be activated depending on wind forecast.

Busy airports will benefit for its use, since it permits them to keep a high efficiency and capacity levels in all wind conditions.

The following benefits are expected from TBS:

A gain in efficiency, due to a space reduction between aircraft in strong

headwinds conditions (simulations have shown that up to 50% of loss of

arrival throughput due to strong headwind could be recovered)

A reduction of delays and cancellations improving airports’ resilience to

disruptions.

TBS concept decreases overall flight times

Separation is more easily and efficiently delivered, thanks to new HMI

deployment (even when TBS is not used) which provides the separation to

apply and how to intercept the localiser

Since TBS requires measurement of wind profile on final approach area, this

information is also available for the controller

A global reduction of workload is expected due to the new HMI.

First TBS operations went live at London Heathrow in March 2015. Analysis will be conducted for other European airports to evaluate performance benefits of TBS in view of possible early deployment. Four European airports have shown interests for TBS in their implementation plans for the coming years. TBS shall be operated at 16 European airports by 1st January 2024 at the latest, in accordance with the European Commission “PCP” regulation.

Following validation of the refined TBS concept and ATC separation support tool in 2016, as part of the SESAR Programme, with the release of a Specification and associated requirements, guidance and support will be provided to Airports and Air Navigation Services Providers, who are interested by early deployment and benefits ahead of the regulatory target date.

By 2019 it is expected to implement TBS at 5 airports.

6.2.2.10 Towards APOC and AOP-NOP Exchange

APOC and AOP-NOP exchange are concepts that emerged within SESAR. Their aim is to facilitate and improve collaborative decision making and operational planning at airports.

The APOC is the Airport Operations Centre, a community of airport stakeholders consisting of, but not limited to, Airport Operator, local ANSP, Airlines and Ground handlers, who manage the airport operations with a view to optimize performance on a daily basis taking into account event reports or performance alerts.


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The AOP is the Airport Operations Plan that reflects all data of the current operational planning for the tactical and pre-tactical phase. The NOP in this case is the equivalent on the Network Manager side. Data from AOP and NOP shall complement each other by AOP-NOP automated exchange of information via System Wide Information Management (SWIM).

APOC or other forms of airport ground coordination and AOP-NOP exchange are two essential elements for the ongoing integration of airports and the network, which is why the Network Manager is focusing on reinforcing collaboration between the group of local stakeholders and NMOC.

The Network Manager will continue to initiate meetings for exchange of operational experience and information to address expected benefits for all parties and advocate for local collaboration providing guidance based on other airports’ use cases.

By 2019 the Network Manager expects APOCs or other formalized structures of airport ground coordination to be implemented at 10 airports.

This activity is closely linked to the pre-tactical and tactical Airports Information Exchange described in section 6.2.2.6, which is a specific example of collaboration process between airports and the Network Manager.

Any event possibly impacting normal airport operations triggers a collaborative assessment of the operational impact, followed by a collaborative decision making process, the outcome of which can be translated into data and shared with all stakeholders involved, including NMOC.

In the future this data exchange between the airports and NMOC will take place via the AOP-NOP B2B link. The Network Manager together with the airports is working towards AOP-NOP integration by identifying and defining the utilization needs and data elements to be exchanged. Over the coming three years a pilot implementation is targeted with three major airports.

6.2.3 Network Management Priorities and Plans for Individual Airports

As described in section 6.2.2.1.3 Monitoring “Airports Important to the Network”, the Network Manager uses a well-established methodology to identify airports where Network Manager joint activities would support decreasing delays (e.g. airports generating significant network delay over a 12-month period or on a seasonal basis).

In addition, as the Network Operations Plan looks not only on current operational challenges, but also on the medium-term requirements for the network, the following factors are also considered by the Network Manager when setting its priorities:

Airports exposed to significant traffic increase, e.g. major upgrade of

infrastructure, tourism boom, permanent traffic transfer between airports, etc.

Airports with strategic plans to become a hub

Airports where major special events are foreseen

Airports directly or indirectly impacted by crisis situation at certain regions

(ECAC or non-ECAC)

Foreseen opening of new airports to be integrated into the Network.

This requires a continuous monitoring task during the entire period. The Network Manager recommendations (planned or agreed actions) concerning the improvement of operational performance at individual airports during the period 2016 - 2036 are described in Annex 6 Airports pages.

In Annex 6, Airport pages, 62 airports are presented, those that fit in at least one of the following criteria:


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1. Top 20 airports for average daily traffic in 2015 2. Top 20 airports for average daily delay in 2015* 3. Top 20 airports for average delay per flight in 2015* 4. Top 40 airports for average daily delay and top 40 airports for delay per flight

in 2015* 5. Fully implemented A-CDM airports or where implementation is on-going 6. Airports putting in operations a new runway in 2016 - 2019/20 period 7. EUROCONTROL Member State’s main airport that regularly provides

information to the Network Manager (via the Airport Corner process).

Note: *Airports only fulfilling categories 2, 3 or 4, with temporary disruptions as the main reason for delays in 2015, are not included.

The list of 62 NOP highlighted airports and the criteria they fit in is shown below.

ICAO Code

Airport Name

Top 20 ranking for

average daily traffic

in 2015

Top 40 ranking for

average daily delay

in 2015

Top 40 ranking

for average

daily delay per flight in

2015

A-CDM New

runway 2016-20

EUROCONTROL member state`s

main a/p & regular

provision to NM

EHAM AMSTERDAM/SCHIPHOL

4 3 7 On-Going

x

LTAI ANTALYA 0 14 16

LGAV ATHENSI/ELEFTHERIOS VENIZELOS

0 33

On-Going

x

LEBL BARCELONA/EL PRAT 9 15 26 Implemented

LYBE BELGRADE

x

ENBR BERGEN/FLESLAND 0

On-Going

EDDB BERLIN SCHOENEFELD

Implemented

LZIB BRATISLAVA

x

EBBR BRUSSELS NATIONAL 16 10 14 Implemented

x

LHBP BUDAPEST/FERIHEGY 0

x

LFMD CANNES MANDELIEU

17

LGSA CHANIA/IOANNIS DASKALOGIANNIS

23 3

EIDW DUBLIN 20 38

On-Going

x

EDDL DUESSELDORF 19 27 36 Implemented

EDDF FRANKFURT MAIN 3 8 27 Implemented

x

LSGG GENEVA 0 7 11 On-Going

EDDH HAMBURG 0 25 29 On-Going

EFHK HELSINKI-VANTAA 0 24 31 Implemented

x

LEIB IBIZA

30 21

LGIR IRAKLION/NIKOS KAZANTZAKIS

17 6

LTFJ ISTANBUL/SABIHA GOKCEN

18 1 1

LTBA ISTANBUL-ATATURK 5 2 5 On-Going

x

EKCH KOBENHAVN/KASTRUP 12

On-Going

x

LGKO KOS/IPPOKRATIS

13

LPPT LISBOA 0 19 24

x

LJLJ LJUBLJANA

x

EGLC LONDON/CITY

26 23

EGKK LONDON/GATWICK 10 11 22 Implemented

EGLL LONDON/HEATHROW 2 4 9 Implemented

x


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EGSS LONDON/STANSTED 0 32 38

ELLX LUXEMBOURG

x

LFLL LYON SAINT-EXUPERY 0

On-Going

LEMD MADRID BARAJAS 7 22 39 Implemented

x

LMML MALTA LUQA

x

EGCC MANCHESTER 0 35

On-Going

LGMK MIKONOS

20 2

LIML MILANO LINATE 0

On-Going

LIMC MILANO MALPENSA 0

Implemented

EDDM MUENCHEN 6 21 40 Implemented

LIRN NAPLES

On-Going

LFMN NICE-COTE D'AZUR

On-Going

ENGM OSLO/GARDERMOEN 14 18 28 Implemented

x

ICAO Code

Airport Name

Top 20 ranking for average

daily traffic in 2015

Top 40 ranking for

average daily delay in

2015

Top 40 ranking for average

daily delay per flight in

2015

A-CDM New

runway 2016-20

EUROCONTROL member state`s

main a/p & regular provision

to NM

LEPA PALMA DE MALLORCA 0 9 12 On-Going

LFPG PARIS CH DE GAULLE 1 16 33 Implemented

x

LFPO PARIS ORLY 15 13 19 On-Going

LIRP PISA SAN GIUSTO

34 18

LPPR PORTO

31 25

LKPR PRAHA RUZYNE 0

Implemented

x

LGRP RODOS/DIAGORAS

28 10

LIRF ROMA/FIUMICINO 8 6 15 Implemented

x

LGSR SANTORINI

29 4

LQSA SARAJEVO

x

LBSF SOFIA

x

ENZV STAVANGER

On-Going

ESSA STOCKHOLM-ARLANDA 17

On-Going

x

EDDS STUTTGART 0

Implemented

EETN TALLINN/ULEMISTE

x

ENVA TRONDHEIM

On-Going

LIPZ VENICE

40 32 Implemented

EPWA WARSAW CHOPIN 0

On-Going

x

LOWW WIEN SCHWECHAT 13 12 20 On-Going

x

LSZH ZURICH 11 5 8 Implemented

x


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6.2.4 Local Airport Capacity and Efficiency Enhancement Measures

In many airports there are local initiatives that affect the capacity and/or the efficiency of airport operations. Airports are requested to regularly update the Network Manager on local plans that may affect operations in the short, medium and long term. This information enables early identification of issues, so that measures can be planned in due time.

This local airport information includes:

New infrastructure changes

Systems changes

Operational procedures changes

Maintenance work

Planned equipment outage

Environmental or safety related actions

TMA changes impacting the airport capacity

Traffic switch between airports

Training impacting staffing availability

Foreseen lack of staff which may constrain capacity

And any other capacity or efficiency enabler projects.

The description of each local plan of individual airports can be found in Annex 6 Airports pages.

An overview of airport local plans currently reported by airports for period 2016 – 2019/20 is shown below:


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EUROPEAN NETWORK OPERATIONS PLAN 2016-2020

Local plans for individual Airports

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q4 Q4 Q1 Q2 Q3 Q4

Construction of a new RET

Frisian Flag 2015

Giro d'Italia

Heavy Maintenance RWY 09-27

Maintenance 18C-36C

Adaptation of TWYs to regulation

New apron configuration

ILS/GP antenna maintenance

Flight director implementation

Gates construction

New remote De/Anti-icing pad

Separation reduction

ILA Berlin Air Show

New Berlin Brandenburg International Airport

Airport closure

Replacement of ILS system RWY 12

MAINTENANCE WORK AIRCRAFT STANDS

Maintenance work twy Z

Centralized de-icing facility

Construction of new TWY

Transfer to Remote TWR Center

Apron 5G Development

Construction of new parallel RWY 10L/28R

Apron Rehabilitation Project

SID separation reduction

UK/Ireland FAB project

Terminal area C extension

2016 2017 2018 2019 2020

No local plans currently reported in this period.

Barcelona (LEBL) Spain

Bari Palese (LIBD) Italy

Belgrade Nikola Tesla (LYBE) Serbia And Montenegro

Alicante (LEAL) Spain

The start and end dates are not yet determined.

Amsterdam/Schiphol (EHAM) Netherlands

Antalya (Civ/Mil) (LTAI) Turkey


Athinai E. Venizelos (LGAV) Greece

Berlin International (EDDB) Germany

Berlin-Tegel (EDDT) Germany

The start date of the project is 2006. The airport closure date is not yet determined.

Bilbao (LEBB) Spain


Bologna (LIPE) Italy

The start date is 2016. The end date is not yet determined.


Bergamo/Orio Alserio (LIME) Italy


Budapest/Ferihegy (LHBP) Hungary

Cagliari Elmas (LIEE) Italy


Catania Fontanarossa (LICC) Italy


Dresden (EDDC) Germany

Bratislava Ivanka (LZIB) Slovakia


Bremen (EDDW) Germany


Brussels/Brussels-National (EBBR) Belgium


Dusseldorf (EDDL) Germany



The start date of the project is not yet determined. The end date is 02/2018.

Dublin (EIDW) Ireland

The start date is not yet determined. The end date is 2022.

The start date is 31/03/2012. The end date is not yet determined.

Owner: NMD/NOM/Airport Unit Last Update: 05/02/2016

The start date of the project is 2006. The new airport opening is planned by the start of the

winter flight plan period 2017/2018.


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Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q4 Q4 Q1 Q2 Q3 Q4


Construction of Terminal 3

Joint HUB coordination centre

Reconstruction of TWY T

Renovation of wearing-course RWY 18

Renovation of wearing-course RWY 25L / 07R

Construction of new RET

EBACE 2016

EURO 2016

Geneva Auto Show

Salon International de Haute Horlogerie (SIHH)

WEF DAVOS

03L ILS change

Apron pavement maintenance

RWY 03L-21R pavement maintenance

Safety requirements Adaptation

Construction of airfreight building

Apron 1 reconstruction - construction phase 1

ILS renewal

AMAN and DMAN systems

Construction of new TWYs

DCL and D-ATIS

New sectors for GND Control Units

SMART project

RWY Maintenance

Runway maintenance

TWY P - Renewal af pavement

RWY 14L/32R maintenance

TWY B maintenance

Point Merge Arrival Procedures

Remote TWR Center implementation

RWY, ILS and lighting system maintenance (phase 2)

Terminal reconstruction

Introduction of initial phase of APOC

A-SMGCS installation

Manoeuvring area maintenance

Taxiway I maintenance

New cargo area



Erfurt (EDDE) Germany


Frankfurt/Main (EDDF) Germany


2016 2017 2018 2019 2020

Hamburg (EDDH) Germany

Hannover (EDDV) Germany

The start date is not yet determined. The end date is 2016.

Helsinki-Vantaa (EFHK) Finland


Iraklion/Nikos Kazantzakis (LGIR) Greece



Geneve (LSGG) Switzerland


Gran Canaria (GCLP) Spain

The start date is 2016 Q1. The end date is not yet determined.

Istanbul/Sabiha Gokcen (LTFJ) Turkey

Kobenhavn/Kastrup (EKCH) Denmark

Koln/Bonn (EDDK) Germany

Leipzig/Halle (EDDP) Germany



Istanbul/Ataturk (LTBA) Turkey




The start date is 9/2006. The end date is not yet determined.

Madrid/Barajas (LEMD) Spain


Malaga (LEMG) Spain

Malta Luqa (LMML) Malta


Manchester (EGCC) United Kingdom

Lisboa (LPPT) Portugal

Ljubljana (LJLJ) Slovenia

London Heathrow (EGLL) United Kingdom

Luxembourg (ELLX) Luxembourg


Milano Linate (LIML) Italy


Milano Malpensa (LIMC) Italy





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Construction of new RWY

Construction of new satellite building

TAM development

ILS Glide slope maintenance

ILS Localiser 04R maintenance

Runways maintenance

RWY and TWY maintenance / reconstruction

Terminal building expansion and new TWYs construction

New holding point for RWY 06R

New holding point for RWY 24R (Phase 1)

New taxiway for helicopters

Changing ILS RWYs 08L and 26R

RECAT-EU implementation

RWY 08L/26R maintenance

Runway status lights installation

WIDAO - wake vortex constraints relaxation

Renewal of the main runways

TWY F extension

Construction of new RET

Reconstruction of TWY F

New boarding areas


RWY, TWY, apron and AGL system reconfiguration

Closure of TWY E2

Rehabilitation works on manoeuvring area

35° ESTRO Congress European Society Radiotherapy & Oncology

53° IFLA Congress

Contemporary Art - Artissima

ICCN - International Conference of Clinical Neonatology

Salone Internazionale del Gusto and Terra Madre

The 29th International Book Fair

XVII International Cinet Conference

XXII Assion Forex Congress

XXXIV Torino Film Festival

Paris Orly (LFPO) France


Munster/Osnabruck (EDDG) Germany

Napoli Capodichino (LIRN) Italy


Nice (LFMN) France

Munchen (EDDM) Germany


2016 2017 2018 2019 2020

Tenerife Sur (GCTS) Spain


Thessaloniki/Makedonia (LGTS) Greece

Torino/Caselle (LIMF) Italy

Stuttgart (EDDS) Germany

Tallinn/Ulemiste (EETN) Estonia

Tenerife Norte (GCXO) Spain

Sofia (LBSF) Bulgaria


Stockholm-Arlanda (ESSA) Sweden


Praha/Ruzyne (LKPR) Czech Republic

Rome Fiumicino (LIRF) Italy

Saarbrucken (EDDR) Germany




Sarajevo (LQSA) Bosnia And Herzegovina



Paris-Charles De Gaulle (LFPG) France

Porto (LPPR) Portugal


Nurnberg (EDDN) Germany

Oslo/Gardermoen (ENGM) Norway

Palermo Punta Raisi (LICJ) Italy


Palma De Mallorca (LEPA) Spain

Paris Le Bourget (LFPB) France


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The airport local plans for period beyond 2020 can be found in Annex 6 Airports pages (On going & Planned Activities).

Latest updates from the airports are available via the public Airport Corner: https://www.eurocontrol.int/airport_corner_public/.



F/K stands new markings

PAPA/TANGO taxiways works

Revision of TWY structure

TWY M lighting

TWY T maintenance

Building of a further de-icing bay

Runway maintenance

Construction of new taxiway

Implementation TopSky

Redevelopment works runway 11/29

TRACE V2 Deployment

World Economic Forum

Legend (colouring and symbols):


2016 2017 2018 2019 2020





Valencia (LEVC) Spain


Venice (LIPZ) Italy

Warszawa Chopin (EPWA) Poland


Toulouse Blagnac (LFBO) France

Local plan start date is after 2019.

Local plan is active in this period.

Local plan start date is before 2015.

Wien-Schwechat (LOWW) Austria

Wroclaw/Strachowice (EPWR) Poland


Zurich (LSZH) Switzerland

https://www.eurocontrol.int/airport_corner_public/


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6.3. FAB integration into the Network planning process

The NM established a close cooperation with all the FABs from the start of the development of their Feasibility Studies. This close cooperation enabled the development of a number of harmonised operational projects with the potential to contribute to future network performance, when implemented. They respond to the requirements set forth in the Article 9a of the (EC) Reg. No 550/2004 specifically for the FABs,. Namely, those requirements are:

enable optimum use of airspace, taking into account air traffic flows;

ensure consistency with the European route network established in accordance with Article 6 of the airspace Regulation;

ensure compatibility between the different airspace configurations, optimising, inter alia, the current flight information regions;

facilitate consistency with Community-wide performance targets.

Regulation (EC) No 677/2011, in particular Articles 6, 8 and 10, sets a framework for an alignment of FAB operation plans with the Network Operations Plan by ensuring the compatibility of the FAB – level measures with those adopted, through the cooperative decision making process, at the Network level.

Further to that, the new Performance Scheme established by Commission Implementing Regulation (EU) No 390/2013, requires that the Performance Plans for RP2 are produced at FAB level. In addition, it requires [Article 6 (c)] that the NM:

shall support functional airspace blocks and their air navigation service providers in reaching their performance targets during reference periods by ensuring consistency between performance plans, the Network Strategy Plan and the Network Operations Plan.

Even though the Network Manager had established cooperation with most of the FABs, before the start of RP1, and included a FAB perspective in the operational improvement planning processes during the RP1, this cooperation was intensified for the preparation of the second reference period (RP2). The NM facilitates the synchronisation between the FAB Performance Plans, the Network Strategy Plan and the Network Operations Plan, including the European Route Network Improvement Plan – Part 2 – ARN Version 2016-2019/20.

The NM capacity planning process has involved FABs by organising combined capacity planning meetings at FAB level, or by having FAB representative participate in bi-lateral capacity planning meetings for the FAB concerned.

Particular attention was also paid for the environment / flight efficiency improvement planning that is treated in more detail in the ERNIP Part 2 – ARN Version 2016-2019/20.

The FABs, depending on the level of their maturity, have developed inter FAB planning processes to facilitate various improvement projects. So far the FAB planning processes have identified areas for improvements and links with the Network Strategy Plan. The links with the Network Strategy Plan are reflected in the individual ACC Plans and they are summarised in the following paragraphs.


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6.3.1 Links between FAB Plans and the Network Strategy Plan

BALTIC FAB - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace in Lithuania and Poland starting as from 2015 and gradual full implementation within the FAB from 2017 until 2019

Advanced ATFCM techniques, including STAM, related to the CTM strategic project.

BLUE MED - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace in Italy and Malta to be gradually implemented until 2017 and in Greece and Malta between 2016 and 2020

Advanced ATFCM techniques including STAM related to the CTM strategic project.

DANUBE FAB - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace in Bulgaria and Romania to be gradually implemented between 2016 and 2020

Advanced ATFCM techniques, including use of occupancy counts and STAM, related to the CTM strategic project, as required by the traffic demand.

DK - SE FAB - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace in Denmark and Sweden already implemented; further cross-border implementation in the context of NEFRA (with NEFAB) and BOREALIS (with NEFAB and UK/IE FAB)

Optimisation of the use of FRA when military areas are active

Advanced ATFCM techniques, including occupancy counts, related to the CTM strategic project.

FABCE - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace in all States/ANSPs of FABCE, including cross-border FRA, gradually implemented until 2020

Advanced ATFCM techniques including STAM, related to the CTM strategic project.

FABEC - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace in all States/ANSPs of FABEC, including cross-border FRA, to be gradually implemented between 2010 and 2021

ATFCM/ASM Step 2 : CDM procedures

Advanced ATFCM techniques and XMAN Project related to the CTM strategic project.

NEFAB - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace in all States/ANSPs of NEFAB, including cross-border FRA, gradually implemented as NEFRA (with DK/SE FAB) until 2016 and then in the context of BOREALIS (with DK/SE FAB and UK/IE FAB);

Advanced ATFCM techniques related to the CTM strategic project.

SOUTH-WEST FAB - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace already implemented in Portugal; gradual cross border implementation with Spain started in 2014

Possible Free Route connection with Brest FIR



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UK / IRELAND FAB - PROJECTS RELATED TO NSP AND INCLUDED IN THE NOP

Free Route Airspace already implemented in Ireland;

gradual cross border implementation with UK and between UK/Ireland FAB, DK/SE FAB and NEFAB between 2016 and 2020, in the context of BOREALIS;


The table below highlights other projects currently conducted at the level of the various Functional Airspace Blocks.

Improvement projects at FAB level (more details will become available in ERNIP Part 2 ARN Version 2016-2019/20)


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FAB 2016 2017 2018 2019 2020

BALTIC

FRA Implementation

BLUE MED

FRA Cyprus, gradual implementation and DCTsw ith LGGG, Beirut and Cairo

FRA implementation Program Italy

Improved ASM in Italy

FRA Malta Phase III

Night DCTs/FRA in Hellas UIR, stepped implementation of FRA

Airspace management and ATS route assessment and improvement meassures.

DANUBE

Full FRA stepped implementation

New airspace structure in W Black sea

Airspace modif ications at interface w ith Turkey

DK-SE

FRA alignment w ith FRA w ith NEFAB

FRA usage optimisation w hen military areas are active

FAB CE

SAXFRA by Slovenia and Austria

SEAFRA

Cross-border FRA in BH

FRA w ithin LZBB

FRAPRA

Stepped implementation cross border FRA w ithin FAB CE

Full FABCE w ide cross border application of DCT/FRA H24

FABEC

FABEC FRA Step 1: WE DCTs

FABEC FRA Step 2: H24 DCTs w ith military activity

FABEC FRA Step 3: Final goal FRA volume

FABEC ATFCM/ASM Step 2: CDM procedures

FABEC XMAN Step 1: Basic

FABEC XMAN Step 2: Advanced

NE FAB

NE FRA Est/Fin/Nor

Cross-border sectorisation Est. Fin. Lat.

SW

SWFAB / FABEC Marseille interface including LUMAS

SWFAB / FABEC Bordeaux interface GIROM-OKABI

FRA extension to Santa Maria

FRA Lisbon/Madrid / Brest

FRA extension to Cantabrico

UK-IRELAND

Common Transition Altitude

UK-Ireland FAB airspace initiatives


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6.4. Safety

ANSPs are responsible for safety at the local level. Nevertheless, to achieve the harmonised approach to tackling new safety risks, the Network Manager, in conjunction with other stakeholder groups, will develop and maintain a Network Manager Top 5 Operational safety priority register. This will include a number of European-level risk reduction action plans covering level busts; a new airside safety initiative (including runway incursions and excursions; air ground communications; and airspace infringements).

The Network safety benefits accrue through the implementation of the plans at local level. Most but not all European Action plans are associated with a multi-national European Single Sky Implementation (ESSIP) objective which sets out the implementation timeframe for all the stakeholders involved. The Network Manager will monitor implementation progress and provide implementation support.

6.5. Relationship with ‘Third Countries’

In the context of the Network Manager Implementing Regulation, ‘Third Countries’ are non-EU States that are either members of EUROCONTROL, or that have concluded an agreement with the EU on the implementation of SES, or that participate in a FAB.

Many of these States are members of EUROCONTROL, thus have already been involved in and are committed to the activities directly related to meeting the EU-wide performance targets.

The relationship with these countries and their contribution to the Network Operations planning process are embedded in the working arrangements of the Network Manager. All these States are represented in the airspace design enhancement and air traffic flow and capacity management processes.

The operational planning processes, including airspace design and capacity planning, already involves all the EUROCONTROL Member States and many of those adjacent. Acceptance of the nomination of the EUROCONTROL Organisation as the Network Manager means that the conditions for the exercise of the function will, in principle, apply to the full EUROCONTROL membership.

Network management activities do not stop at the geographical border and the Network Manager will work with the operational stakeholders in the European interface areas, to ensure that they do not experience capacity shortfalls due to incompatibility of systems and procedures with the adjacent ANSPs. To this end, EUROCONTROL/Network Manager has undertaken a series of activities to reinforce cooperation with the North African and Middle East states in the areas of airspace and route network enhancements, capacity determinations and ATFM.

Most of the adjacent ANSPs have already established operational relations with Network ATFM Operations (Iceland, Belarus, Russian Federation, Lebanon, Egypt, Morocco).

The European Aeronautical Information System Database (EAD), as a supporting function of Network Manager, is a centralised repository of worldwide NOTAM information, ECAC AIP documents library and quality assured AIP data in AIXM 4.5 & 5.1 format. In addition to all EUROCONTROL Member States, who are all participating as Data Providers (DP), currently also Azerbaijan, Belarus, Canada, Jordan, Kazakhstan, Kyrgyzstan, New Zealand, Taiwan and the Philippines are connected as Data Providers. In addition, it is currently anticipated that also Egypt,


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Israel, Japan, Kuwait, Morocco, Qatar, South Africa, South Korea, Tajikistan, the United States of America and Uzbekistan will connect to the EAD in the future.

6.6. Relationship with ICAO

The relationship with ICAO covers two fields: a) participating in work of specific groups that have significant relevance to the functions of the Network Management; and b) coordinating proposals for amendments to the ICAO document relevant to the European Network Management functions.

The NM is participating in the following main working arrangements being part of European Air Navigation Planning Group (EANPG):

o RDGE – Route Network Development Group - East; o ATMGE – ATM Group – East; o AWOG – All Weather Operations Group; o FMG – Frequency Management Group; o COG - EANPG Programme Coordinating Group.

The coordination of the proposals for amendment focuses on the documents with the relevance to the European network, such as:

o Regional Supplementary procedures – Doc.7030 o Air Traffic Management – Doc. 4444 o Airport Planning Manual – Doc. 9184 o European Air Navigation Plan – Doc. 7544

The NM is using applications developed and managed by ICAO, such as ICARD (International Codes and Route Designators), and SAFIRE (Spectrum and Frequency Information Resource) in the execution of some of the functions. ICAO is using the ERNIP Database to ensure coherent airspace planning at the interfaces.

The Network Manager also follows the European Regional Aviation Safety Group (RASG-EUR). The annual SMS Standard of Excellence measurement conducted by EUROCONTROL/CANSO on behalf of ICAO for the EUR Region is presented to the EUR-RASG and COG.


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7. Special Events

7.1. Overview of Special Events with significant ATM impact

Major projects and special events pose a significant challenge to the smooth operation of ATM in Europe. A high level of cooperation and preparation at ATM network level is essential, starting with the medium term, annual and seasonal planning phases, through to tactical operations. An integrated planning, encompassing all phases, will be in place to ensure that operational performance is maintained at acceptable levels. In some cases changes to the transition plans or to the implementation period may be negotiated.

The following steps are followed in this planning process:

Early notification

There is a need for an early notification, coordination and preparation of such events. The ANSPs are requested to regularly update the NM on any events that may affect normal operations in the short, medium and long term as soon as an event becomes known. More emphasis is put on the development of rigorous capacity plans and on the development of an efficient early notification process, in a partnership approach between the NM and the ANSPs.

Impact analysis

This requires full commitment from all the ANSPs on the provision of advanced detailed information on the special events, the phases throughout their lifecycle and the transition to the normal operations.

The main aim is to limit the impact on Network performance of all special events to the largest extent possible.

ANSP to work together and with the Network Manager to mitigate the impact, including the FABs

The Network Manager supports ANSPs involved in the implementation of these major projects and special events, in terms of simulation, coordination, technical expertise, airspace & capacity planning, and ATFCM during the transition period, and the full involvement and cooperation of all ATM operational stakeholders is essential.

Synchronisation

This enables a full awareness of all the network operational stakeholders, improved planning and management and de-confliction of the implementation of different projects, the identification of temporary bottlenecks and of agreed mitigation actions at network and local level. As a result, more accurate network and local plans will be developed.

Airports

Special events may significantly influence normal airport operations. Airports are requested to regularly update the Network Manager on any events that may affect airport operations in the short, medium and long term as soon as an event is known.

A description of the special events impacting each individual airport can be found in the Annex 6 Airports pages, including a description of the expected operational impact of the special event (e.g. high increase in demand, impact of General Aviation (GA), partial closure of the airport, temporary traffic transfer).


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Special events expected in the short-term (in next 6 months) are regularly followed up by a multi-disciplinary team of NM experts. The aim is to enforce early notification of any relevant special event, enabling identification of potential network impact, so that the necessary measures can be identified through Cooperative Decision Making and planned in due time, minimising the impact to the network.

7.2. Individual Special Events and their handling from a network perspective

The Network Manager recognises two types of special events:

Special events where traffic demand is increased or where traffic flows are shifted for a period due to an external event, for example sports games, etc.

Special events which could lead to a temporary reduction of capacity and that may require mitigation measures agreed in a partnership approach at Network level. Examples of such events are: implementation of new ATM system, move to new ACC Ops room, major airspace reorganisation, opening of new airports, etc.

The Network Manager has developed the Transition Plan for major projects in Europe, a document which describes the processes, the activities, the plans and measures that will be applied by the NM and the operational stakeholders, to minimise the impact on the network performance caused by major airspace or ATM system improvement projects. The Transition Plan is a living document that forms part of the NOP and is accessible via the Network Operations Portal. The current version of the Transition Plan and the corresponding Roadmap, is also available on the OneSky Teams, Capacity Planning Sub-Group (CAPLANSG) portlet.

The Network Manager provides operational and technical expertise to model and simulate the demand and different traffic patterns for each special event, to enable ANSPs to optimally configure their airspace and to identify and develop, as far in advance as possible, strategic ATFCM measures that could be implemented to mitigate any problems. Initially identified measures are further developed, coordinated via well developed CDM processes, validated and implemented during the strategic, pre-tactical, and tactical ATFCM phases.

A number of ANSPs are implementing new or upgraded ATM systems and/or a major airspace reorganisation. Temporary reductions in capacity are planned for and managed accordingly, with the Network Management function in a coordinating role to ensure full awareness and facilitate a coherent preparation by the States concerned, their neighbours, the airspace users and the Network Manager.

Special events are shown in the Network Operations Portal calendar (Network Events portlet). Detailed descriptions, including foreseen measures for each event are published and updated in the portlet. Updates and additions should be provided to the Network Operations Portal Office ([email protected]) via the nominated NOPortal focal point per ANSP.

A number of special events (new ATM systems, ops rooms, airspace reorganisation projects, new airports, etc.) are scheduled for the period 2016 until the end of 2020 (See Annex 4 for details). These will need careful planning and coordination by the Network Manager to avoid severe network disruptions.

Albania – Tirana ACC – ATM system upgrade to stripless (2016/2017)

Bosnia and Herzegovina – BH ACC - Changes to the area of responsibility between BH ACCs and Zagreb (2018/2019; 2019/2020)



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Croatia – Zagreb ACC – Changes to the area of responsibility between Zagreb and BH ACCs (2018/2019; 2019/2020)

Czech Republic – Prague ACC – Reconstruction of the OPS room, training and implementation of a new ATM system (2017/2018; 2018/2019)

Finland - Tampere ACC – Move to a new ACC (2016/2017; 2017/2018)

France o Bordeaux ACC – ERATO stripless ATM system (2016/2017), Training for

4Flight ATM system (2019/2020) o Brest ACC – Training for 4Flight ATM system (2019/2020) o Marseille ACC – 4Flight ATM system training and implementation

(2017/2018; 2018/2019) o Paris ACC – 4Flight ATM system training and implementation

(2018/2019; 2019/2020) o Reims ACC – 4Flight ATM system training and implementation (2017-

2018; 2018/2019)

FYROM – Skopje ACC – New ATM system implementation (2017/2018)

Germany o Bremen ACC – ILA Berlin (2016, 2018; 2020); ACC airspace restructuring

and for the new airport, BER (2017/2018); New airspace structure in the ACC’s AoR (2017/2018); iCAS ATM system (2019/2020)

o Karlsruhe ACC – New ATM system iCAS (2016/2017); New Berlin airport BER (2017/2018); MOSEL sector (2018/2019)

o Langen ACC – P2/ATCAS system upgrade (2016/2017);

Greece – Athinai and Makedonia ACCs – Airspace reorganisation (2016/2017); New ATM system (2019/2020)

Ireland o Dublin ACC – ATM system upgrade (2017/2018); Common transition

altitude (2017/2018) o Shannon ACC – ATM system upgrade (2017/2018); Common transition

altitude (2017/2018)

Lithuania – Vilnius ACC – New ATM system (2017/2018)

Malta – Malta ACC – New ATM system (2016/2017)

Eurocontrol – Maastricht UAC – Brussels UIR 3rd layer (2016/2017)

Norway – Bodo, Oslo and Stavanger ACCs – New ATM system (2019/2020)

Poland – Warszawa ACC – Vertical sectorisation (2016/2017); Polish 2010+ airspace project implementation (2017 - 2020)

Portugal – Lisbon ACC – new ATM system (2018/2019)

Spain – Barcelona, Canarias, Madrid, Palma and Seville ACCs – New ATM system (2018/2019)

Turkey - Ankara ACC – Resectorisation of upper airspace above FL 235 of Ankara ACC (2016/2017; 2017/2018)

UK o London ACC – Implementation of transition altitude for the FAB

(2017/2018); Introduction of iTEC (2017/2018) o London TC - Implementation of transition altitude for the FAB

(2017/2018); Introduction of iTEC (2018/2019) o Prestwick ACC – Implementation of transition altitude for the FAB

(2017/2018). New airports 2016-2020 The list below is not exhaustive, as it contains only those airports which may temporarily impact the network performance while progressing through their respective transition to operational phases:

Aeroport du Grand Ouest (Notre-Dame-des Landes) – will replace Nantes Atlantique airport (LFRS) - opening planned for 2017


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New Istanbul International airport – opening expected in 2018

New Berlin International airport – expected 2018.

In addition to the planned new airports, a major project of Independent parallel RWY and new ground infrastructure at Istanbul Sabiha Gokcen International is planned for 2017. A detailed plan for all projects with a distinctive transition to operation phase will be described in the Transition Plan for major projects in Europe for autumn/winter/spring 2016/2017 and subsequent editions for the following seasons. The map below presents ACCs scheduled to undertake major projects for the forthcoming 2016/2017 season.

The following maps present planned major projects across ECAC for the period between 2017 and 2020. The planning process is continuous, and more projects are expected to be scheduled especially during the second half of the NOP reference period (2018-2020).


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7.3. Major Military Exercises

Military exercises/activities requiring a special reservation/segregation of airspace may have significant impact on the available routes and capacity within the European ATM network. However, by early notification of such events, advanced assessment of the likely impact, and collaborative planning to define the appropriate ATFCM measures, such events can be accommodated while minimising the effects on other airspace users.

As they are a major actor in the ATM environment, Military Authorities are requested to participate in the NOP by providing information on military exercises or major flight activities having an impact on the route network structure and its best use. By this, the Military community will further contribute to the overall ATM progress and at the same time benefit from the increased visibility given to the need of airspace for Military operations.

National Military representatives at the MILHAG (Military Harmonisation Group) meeting held on 5th October 2006 agreed to support the Military participation in the NOP. Participating States nominated their point of contact responsible for the provision of required data. MILO has been nominated within EUROCONTROL/NMOC as central point of contact, responsible for the establishment and the management of data collection procedures and the coordination with the NOP management.

A procedure to collect information on Military activities requiring airspace reservation/segregation affecting the route network structure was established in order to obtain and update relevant data. Efforts have been made to enhance these processes by automation. Airspace Management Tools like EUROCONTROL's Local and Subregional Airspace Management Support System (LARA) and Network Events Portlet (on the Network Operations Portal calendar) include functionality to


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manage long term event planning. Interfaces and services are foreseen to share these with other systems.

A two-phase data collection process was agreed:

• Initial notification of the yearly plan for Military exercises/activities.

• Notification of official publication (AIP/NOTAM).

Details on all information received to date concerning major military exercises, covering the period for the current year, are published, updated, and accessible on the EUROCONTROL Network Manager Operations Portal (NOP) through Network Events Portlet.

(https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html)

CMC Point of Contact:

MILO (Military Liaison Officer) Cell Phone: +32 2 7299844 Fax: +32 2 7293008

E-mail: [email protected]




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8. Military Airspace Requirements

Military needs have to be safeguarded, and the airspace design process shall take into account the requirement to conduct military operations and exercises. To optimise mission effectiveness, the reserved airspace should ideally be situated in close vicinity to the respective airbases.

Similar to the development of multiple route options within the ATS route network, there is also an equivalent military requirement to develop a set of pre-defined multiple airspace options for temporary use. The modularity of restricted/reserved areas in combination with an appropriate CDR network and or dynamic sector configurations, more relevant in free route environment, allows for military needs to be met, while at the same time accommodating civil operations.

In order to achieve this goal, the design solutions should be supported by adequate process and procedures promoting an enhanced CDM process among different partners able to balance civil and military demands, exploiting the airspace availability as well as ATM capacity for all airspace users.

This combination of design and process/procedures should ensure the satisfaction of military requirements, specifically:

• Freedom to operate in all weather conditions in all areas of the European airspace;

• Special handling, in particular for priority flights and for time-critical missions, but also for military aircraft not fully equipped to the civil standard;

• The possibility of operating uncontrolled VFR flights;

• Temporary airspace reservations (TRA/TSA), situated as close as practicable to the appropriate operating airfield;

• Airspace restrictions for non-flight-related activities;

• A more dynamic airspace allocation system with enhanced FUA application.

The implementation of a transparent process, supported by commonly agreed performance targets and monitoring scheme, is a key enabler. Therefore it is essential to ensure military involvement from the beginning. This is particularly relevant for the activities of the Network Manager, namely in the definition of the Network Strategy Plan, the Network Operations Plan (NOP) and the more specific European Route Network Improvement Plan (ERNIP).

Civil/military coordination and cooperation shall be based on a seamless CDM process, starting from the capture of military airspace requirements for the definition and management of Airspace Configurations, supported by a continuous sharing of information among all ATM partners.

The introduction of the “rolling NOP” will allow for changes to airspace to be uploaded and shared with users in real-time. It provides the processes and procedures required to improve the dynamicity of the current process in order to achieve a continuous updating of the airspace status. Interfaces to local systems have already been developed and validated to support rolling NOP functionalities. Support will be given to the civil and military stakeholders in deploying and implementation of interoperable support systems.

The rolling NOP should be based on clear agreed performance of flexible use of airspace application in order to increase capacity and flight efficiency with due regard to military mission effectiveness.

A systematic and organised collection of military airspace requirements will significantly contribute to improved airspace utilisation by both civil and military users. Default days/times of availability, ad hoc requests for unplanned use of


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reserved airspace and release of such reserved airspace when not used are among the data that needs to be provided.

To reflect the rolling nature of the NOP, data needs to be provided on an annual as well as monthly/weekly and daily basis. On an annual basis, military airspace requirements refers to expected use of the different parts of reserved airspaces under their jurisdiction, plus any major activities that may require additional reserved airspaces.

It is expected that the annual plan will be updated on a monthly/weekly basis, providing a much more stable picture of greater granularity for the pre-tactical planning of the network.

On a daily basis, data concerning actual use of reserved airspace needs to be shared, as well as any ad hoc requests for unplanned use of reserved airspace. This information of airspace status is currently provided according to defined regular snapshots. A gradual evolution towards a continuous exchange of information whenever required is foreseen; validation activities are planned.

8.1. Airspace Availability

8.1.1 Strategic Activities

Focusing on strategic activities, the major areas where the CDM process is expected to enhance civil/military coordination are:

Revision of existing areas;

Large scale exercises;

New areas.

New aircraft generation, new weapon systems, the introduction of new concepts (e.g. free routes) are all elements which should be considered for a revision of current airspace structures. This revision should also consider major traffic flows in order to balance civil/military requirements.

Quantification of the amount of airspace in volume and time required to satisfy training requirements is also relevant to weight the impact of areas vs traffic demand.

Where civil/military interests coincide, the recommendation is to exploit the introduction of modularity of the areas with adequate associated CDR network or way points for free route in order to improve the options available for coordination at pre-tactical and tactical level. It is also highly recommended to investigate the possibility to establish CBAs, wherever feasible, in order to enhance the variety of options for coordination.

This process involves national authorities, at local and/or FAB level. The NM provides information regarding the major traffic flows, including major axis, quantification of traffic involved and peak hours. All this information is used to support the design as well as to establish at strategic level major priority rules, even across States, to be used at pre-tactical and tactical level (e.g. consider peak hours avoiding the contemporary allocation of certain areas, etc).

Based on the above mentioned principles, the establishment of areas for large scale exercises/special events considers a CDM process to coordinate with adjacent centres, ideally at FAB level, as well as with NM in order to verify the impact on the major traffic flows; again, this coordination should provide indication for the design as well as for the rules to be used for the utilisation. The application of FUA principles is highly recommended in order to improve the flexibility and to achieve a more efficient use of the airspace.


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The establishment of new areas considers the same principles promoting international coordination, whenever impact on major traffic flows is foreseen.

The involvement of international working arrangements, at FAB or network level is highly recommended to support the final decision that remains a national responsibility.

All the decisions resulting from the CDM process are used to populate the Network Operations Plan, in the different phases of the process.

To ensure this, the military authorities from each of the member states are requested to provide the following information:

Areas description, including large scale exercises;

Foreseen time occupancy on yearly/monthly/weekly or ad hoc basis;

Wherever possible the above mentioned information should consider the modularity of the areas;

Whether FUA process is applied

8.1.2 Pre-tactical and Tactical Activities The pre-tactical process starts at D-7, providing a fine tuning of military plans in terms of foreseen occupancy time of the areas, finalised at D-1 with the EAUP publication. The application of coordinated priority rules as well as the provision of acceptable options from the military authorities is strongly recommended in order to promote the CDM process at pre-tactical level. More specifically, the identification of time and/or vertical buffers, different modularity and/or alternate areas considered feasible to satisfy the mission requirements will facilitate the coordination among the different partners to accommodate the military requests with solutions minimising the impact on civil traffic flows. After the EAUP publication, a dynamic pre-tactical process is ensured through the rolling UUPs that will support the fine tuning of the plans during the D-OPS, granting the full utilisation of airspace in case of release as well as to satisfy ad hoc requests. Procedure 3 enables the military to ask for additional booking of airspace as part of UUP process to provide a minimum of 3 hour notice of activation of airspace. Procedure 3 enables a more accurate prediction of the weather, aircraft serviceability, crew availability, and the training requirement that would previously have required airspace to have been booked at D-1 in case it was needed; moreover it will contribute to avoiding overbooking therefore will provide increased availability of CDRs. The sharing of information among all interested partners is essential to support coordination for a most efficient airspace utilisation. The involvement of the network manager is required to provide feedback to local/FAB units in order to support them for the final decisions. Currently Procedure 3 is applicable with specific snapshots. Live trials are in progress in order to validate the application of Procedure 3 with a rolling UUP process. This improvement is expected to be implemented by the end of 2016. Coordination with ATFCM components is required to exploit capacity resources and to evaluate properly the impact of new requests. The rolling UUPs provides up to date information to the NOP, allowing the users to update their flight plans accordingly.


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All changes are uploaded in the NOP via appropriate tools, in order to provide real time information to the users. Different means of notification (e.g. NOP portal, B2B, data-link, etc) are utilised to ensure adequate information to all relevant stakeholders. The UUP process supports a more dynamic pre-tactical management, closer to the time of operation. Nevertheless, the tactical management remains still relevant to accommodate the last minute changes, able to improve ATC operations. Tactical ASM Level 3 consists of the real-time activation, deactivation or reallocation of the airspace allocated at ASM Level 2 and the resolution of specific airspace problems and/or traffic situations between civil and military ATS units, controllers and/or controlling military units as appropriate. The real time access to all necessary flight data, including controller’s intentions, with or without system support, permits the optimised use of airspace and reduces the need to segregate airspace. Adequate real time coordination facilities and procedures are required to fully exploit the FUA Concept at ASM Levels 1 and 2. Flexibility in the use of airspace is enhanced by real-time civil/military coordination capability. This flexibility depends on the potential offered by the joint use of airspace by civil and military traffic. Most available Local ASM tools already offer functionalities to manage real-time airspace status and coordinate airspace activations and deactivations in a highly flexible manner. Implementation options range from supervisor-supervisor coordination to system interfaces between ASM Tool and ATC System, making the availability of airspace accessible directly on the controller working position.


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9. Forecast of Network Operational Performance

In 2015, the traffic increased by 1.5% at European level. The traffic flows were highly impacted by the persisting crisis situation in some parts of the European network or in adjacent areas. This resulted in significant shifts of flows and that is expected to continue over the planning period. The high demand on busy sectors during peak hours is maintaining high pressure on all parts of the ATM system. This confirms the need by all ANSPs to fully realise existing capacity plans, upgraded if necessary, and to ensure that sufficient controllers will be available to open optimum configurations. A high level of rapid adaptation to changing conditions is also required.

Measures to cut costs caused by a combination of the economic recession and a shift in traffic flows resulting in significant loss of revenues for a number of ANSPs are expected to continue. In particular slowing recruitment of controllers and the postponement of major projects are likely to persist having an adverse effect on network performance for the major part of the current planning cycle.

The following paragraphs give an outlook of the expected performance of the European en-route ATM network for the period 2016-2020. This prognosis is based on current capacity plans and the February 2016 EUROCONTROL Seven-Year Forecast of traffic demand, and is the result of simulations performed with the tools used in the capacity planning process, combined with operational analysis made by the Network Manager Operations Planning Unit.

9.1. 2016-2020 Delay Forecast

9.1.1 Delay Forecast at Network level

The following table and graph present the delay forecast and targets for the period 2016-2019/20. The delay forecast is based on capacity plans agreed with all ANSPs during the period November 2015 – January 2016, and on the baseline scenario of the February 2016 EUROCONTROL Seven-Year Forecast of traffic demand.

Delay Target

Full Year (min/flight)

Delay Forecast Full Year

(min/flight)

2016 0.5 0.58

2017 0.5 0.53

2018 0.5 0.46

2019 0.5 0.40

2020 N/A 0.40

Note: The delay forecast above excludes delays for disruptions such as industrial actions and technical failures.


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Delay Target Full Year

(min/flight)

Delay Forecast Full Year with estimations of

industrial actions and technical failures included at a statistical level of 0.1 minutes per flight

(min/flight)

2016 0.5 0.68

2017 0.5 0.63

2018 0.5 0.56

2019 0.5 0.50

2020 N/A 0.50

Notes:

1. By end June 2016, industrial actions and technical failures in 2016 already amount for 0.24 minutes/flight

2. By end June 2016, weather delay included at a statistical level of approximately 0.1 minutes per flight; current levels at 0.19 minutes/flight

The delay forecast for the period 2016-2020 shows that the target is not expected to be met between 2016-2017 but it might be met as from 2018/2019.

9.1.2 Delay Forecast at FAB level

The following table is presenting the delay forecast and the delay reference values for all the FABs, based on the capacity plans agreed with all ANSPs during the period November 2015 – January 2016, and on the baseline scenario of the February 2016 EUROCONTROL Seven-Year Forecast of traffic demand.

Note: The delay forecast excludes delays for disruptions such as industrial actions and technical failures.

FABs expected to meet the reference values every year of the period:

- Baltic

- Denmark/Sweden

- Danube

- FABCE

- NEFAB

- Southwest (minor deviations expected due the very high traffic growth)

- UK/Ireland

FABs expected to meet the reference values some years of the period:

- FABEC (2019 only),

- Bluemed (possibly as from 2018)


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Delays in min/flight 2016 2017 2018 2019 2020

BALTIC

Reference value Full Year

0.21 0.21 0.22 0.22 N/A


0.12 0.08 0.07 0.05 0.05

BLUEMED


0.18 0.18 0.18 0.18 N/A


0.45 0.33 0.22 0.15 0.15

DENMARK / SWEDEN


0.10 0.10 0.09 0.09 N/A


0.04 0.03 0.03 0.02 0.03

DANUBE


0.04 0.04 0.05 0.06 N/A

Delay Forecast Full Year 0.03 0.03 0.02 0.02 0.02

FABCE


0.29 0.29 0.29 0.29 N/A


FABEC


0.42 0.42 0.42 0.43 N/A


NEFAB


0.12 0.13 0.13 0.13 N/A


SOUTHWEST


0.31 0.31 0.30 0.30 N/A


UK / IRELAND


0.26 0.26 0.26 0.26 N/A



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9.1.3 Delay Forecast at ANSP level

The following table is presenting the delay forecast and the delay reference values for all the ANSPs, based on the capacity plans agreed with all ANSPs during the period November 2015 – January 2016, and on the baseline scenario of the February 2016 EUROCONTROL Seven-Year Forecast of traffic demand.

This delay forecast does not include disruptions such as industrial action and technical failures.

2016 2017 2018 2019 2020

Reference value 0.05 0.06 0.08 0.10 N/A

Delay forecast 0.05 0.06 0.08 0.10 0.10


Delay forecast 0.12 0.13 0.11 0.11 0.13


Delay forecast 0.32 0.23 0.19 0.17 0.17


Delay forecast 0.02 0.02 0.02 0.02 0.02


Delay forecast 0.03 0.03 0.03 0.03 0.03


Delay forecast 0.07 0.09 0.10 0.07 0.10


Delay forecast 0.08 0.08 0.09 0.05 0.06


Delay forecast 0.01 0.01 0.01 0.02 0.02


Delay forecast 0.05 0.03 0.02 0.02 0.03


Delay forecast 0.02 0.03 0.02 0.02 0.02


Delay forecast 0.13 0.09 0.07 0.06 0.06


Delay forecast 0.02 0.02 0.02 0.02 0.02


Delay forecast 0.01 0.01 0.01 0.01 0.01


Delay forecast 0.01 0.01 0.01 0.01 0.01


Delay forecast 0.04 0.03 0.03 0.03 0.03


Delay forecast 0.03 0.03 0.02 0.01 0.01


Delay forecast 1.91 1.56 0.64 0.56 0.57


Delay forecast 0.24 0.22 0.20 0.20 0.20


Delay forecast 0.30 0.29 0.27 0.26 0.27


Delay forecast 0.79 0.76 0.71 0.53 0.48


Delay forecast 0.59 0.35 0.38 0.23 0.22


Delay forecast 0.03 0.03 0.02 0.02 0.03


Delay forecast 0.02 0.02 0.02 0.01 0.02


Delay forecast 0.04 0.03 0.02 0.02 0.03


Delay forecast 0.03 0.07 0.11 0.17 0.17


Delay forecast 0.01 0.01 0.01 0.01 0.01

ENAIRE

DSNA

HCAA

HUNGAROCONTROL

ENAV

SLOVENIA CONTROL

ANS CZECH REPUBLIC

MATS

CROATIA CONTROL

LVNL

IAA

NAVIAIR

AVINOR

PANSA

LFV

LGS

ORO NAVIGACIJA

ALBCONTROL

BULATSA

CYPRUS DCA

NATS

BELGOCONTROL

DFS

EUROCONTROL

EANS

FINAVIA


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9.1.4 Delay Forecast at ACC level

The following maps show the annual delay forecast per ACC for the years 2016 to 2020, based on the capacity plans agreed with all ANSPs during the period November 2015 – January 2016, and on the baseline scenario of the February 2016 EUROCONTROL Seven-Year Forecast of traffic demand.

This delay forecast does not include disruptions such as industrial action and technical failures.

2016 2017 2018 2019 2020


Delay forecast 0.19 0.17 0.13 0.13 0.12


Delay forecast 0.24 0.17 0.16 0.16 0.16

Reference value N/A N/A N/A N/A N/A

Delay forecast 0.00 0.00 0.00 0.00 0.00


Delay forecast 0.01 0.01 0.01 0.01 0.01


Delay forecast 0.12 0.17 0.12 0.13 0.19


Delay forecast 0.02 0.02 0.01 0.01 0.01


Delay forecast 0.00 0.00 0.00 0.00 0.00


Delay forecast 0.16 0.06 0.04 0.04 0.03


Delay forecast 0.01 0.01 0.01 0.03 0.03


Delay forecast 0.01 0.01 0.01 0.03 0.04


Delay forecast 0.00 0.00 0.00 0.00 0.00


Delay forecast 0.00 0.00 0.00 0.00 0.00


Delay forecast 0.00 0.00 0.00 0.00 0.00


Delay forecast 0.00 0.00 0.00 0.00 0.00

ROMATSA

AUSTRO CONTROL

NAV PORTUGAL

BHANSA

AZANS

ARMATS

SAKAERONAVIGATSIA

UKSATSE

SKYGUIDE

DHMI

MOLDATSA

M-NAV

SMATSA

LPS SR


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All details of the delay forecast and reference values per ACC are presented in Annex 5, for the full year and for the Summer season.


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9.2. Expected Performance of the European ATM Network

9.2.1 Overall Network Performance

According to the baseline traffic forecast and current ANSP capacity plans, it is expected that the network capacity target will not be met any year of the RP2.

Given the current variability in the traffic demand, from a network perspective, it is important that, in areas where performance looks good, all efforts are maintained to continue the capacity delivery to ensure that the network remains prepared for a sudden increase in traffic. In areas where performance needs to significantly improve, a serious effort needs to be envisaged as delays could grow exponentially if there were to be a higher traffic increases.

9.2.2 Network capacity enhancement proposed measures

The main actions foreseen at network level to improve performance are:

A partnership approach between the Network Manager and the operational stakeholders, and especially the ANSPs, to ensure the evaluation and revision of the individual local plans based on the suggestions made by the Network Manager

Reinforcement of the capacity planning processes, airspace design and utilisation, coordination of airport operations improvements, actions and activities at local and network level

Daily monitoring of operational performance indicators resulting in the identification of required local and network actions and measures (at pre-tactical and tactical level) to further enhance operational performance

Post operations reporting and analysis for feedback

Development and full implementation of the European Route Network Improvement Plan over the period 2016-2020

Integrating airports into the network

Preparation of special events to mitigate impact on the network performance

Preparation of system changes to ensure minimum impact on the network

Preparation of procedures to address adverse weather impact

Identification of actions, including a repository of procedures, to mitigate industrial action impact

Development and implementation of new ATFCM procedures at network level aiming at increasing capacity delivery

Development and implementation of new ATS procedures at network level aiming at increasing operational performance

The development of enhanced airspace management/flexible use of airspace processes and procedures must continue and must be applied both at local and network levels. These processes must then be fully exploited in airspace design, airspace utilisation and ATFCM actions

Identification and evaluation of additional local measures aiming at increasing operational performance: – Route network and sectorisation changes – Evaluation of sector capacities – Evaluation of sector configurations and opening schemes – Evaluation of human resources

9.2.3 En-route: ACC Performance

Current capacity plans show an improvement compared to the previous cycle in many ACCs, and deterioration in some ACCs. Despite the large number of operational improvements that will be deployed, staffing issues continue to be a problem at many European ACCs.


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Staff availability, flexible deployment of staff and flexible sector opening schemes are key to the full exploitation of the benefits expected from all other operational improvements and to respond to the operational performance targets. If current plans are maintained, 54 ACCs out of the 65 ACCs covered by the NOP are expected to bring a positive contribution to the network delay target every year of the planning period. 11 ACCs could continue to generate delays at higher levels than the network capacity requirements agreed as part of the local capacity plan, at least some of the years of the planning period:

Cyprus - Nicosia ACC: 2016 to 2019

Czech Republic – Prague ACC: 2018 to 2019 o implementation of new ATM system

Eurocontrol – Maastricht UAC: 2016 to 2019

France - Bordeaux ACC: 2016 to 2018

France - Brest ACC: 2016 to 2019

France - Marseille ACC: 2017 to 2019 o implementation of new ATM system

France - Reims ACC: 2016 to 2019

Greece - Athens ACC: 2016 to 2018

Greece - Makedonia ACC: 2016 to 2019

Portugal – Lisbon ACC 2016 to 2019 o High traffic increase; continued coordination with NM

Spain - Barcelona ACC: 2016 to 2019

9.2.4 Special Events

In addition to the above, a number of special events (major ATM system upgrades, airspace structure reorganisation etc.) are scheduled for the period 2016-2020. Due to these events, other ACCs could generate delays at higher levels than the network capacity requirements for some of the years of the planning period. In those ACCs, some temporary reductions of capacity are planned during the training and implementation phases, but the improvements will bring significant medium to long term capacity benefits (for details see Annex 4). For those ACCs, the Network Manager will develop a special plan, Transition Plan for Major Projects in Europe, detailing all implementation steps and the local and network measures aimed at reducing the overall network operational performance impact. This Transition Plan and its application will contribute to the reduction of the expected delay in the concerned areas.


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10. Bottleneck Areas and Mitigation Solutions

10.1. Mitigation Solutions at Local and Network Level

For each of the potential bottleneck areas identified in chapter 9, mitigation solutions are required at local or network level.

ATM bottlenecks can be connected to:

Inefficient ATS route network and sectorisation

Unnecessary restrictions (e.g. RAD)

Less than optimum ATC sectors configurations and opening schemes caused by:

– Lack of ATC staff

– Inflexible use of ATC staff

– Limitations of ATM system and/or infrastructure

Inadequate sector capacity/traffic volume monitoring values.

10.2. En-route: ACC capacity enhancement proposed measures

For the period 2016-2020, the ACCs listed below are expected to contribute a high proportion of the network en-route delay. This section describes the reasons for lack of capacity, the additional measures suggested by the Network Manager to further enhance operational performance at local level:

Cyprus - Nicosia ACC:

Delay forecast vs Reference values

Reference values 0.26 0.25 0.25 0.25 N/A

Delay forecast 1.91 1.56 0.64 0.56 0.57

Reasons for lack of capacity o Inflexible use of staff o Delayed implementation of new ATM system o Low sector capacities o Lack of flexibility in sector configurations o Lack of flexibility in opening scheme o Failure to fully implement capacity enhancement measures planned in the capacity

plan

Proposed NM measures o Implementation of a new ANSP organisation o Implementation of new airspace structure o Sector capacities re-evaluations o Flexible rostering allowing better alignment between traffic demand and sector

opening times o Flexible configurations opening, according to the traffic flows o Improved ATFCM techniques o Implementation of required new ATM functionalities.

Cyprus DCA confirmed measures: o All proposed measures are part of the work undertaken by NM and the Cyprus

authorities.


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NM assessment

No additional measures have been confirmed by Cyprus DCA. It is expected that the current work undertaken by NM and the Cyprus authorities, when implemented, will deliver the required increase in capacity.

Czech Republic - Prague ACC:



Delay forecast 0.03 0.07 0.11 0.17 0.17

Reasons for lack of capacity o Training and implementation of a new ATM system

Proposed NM measures o Flexible Transition Plan for the new ATM system, coordinated with NM, to include

appropriate mitigation measures. o Flexible rostering allowing better alignment between traffic demand and sector

opening times o Flexible configurations opening, according to the traffic flows o Adaptation of the ATCO recruitment levels to cope with flexible rostering needs

ANS Czech Republic confirmed measures: o All proposed measures are part of the work undertaken by NM and ANS Czech

Republic.

NM assessment

Implementation of the proposed measures will mitigate the delays expected during the transition period to the new ATM system.

Eurocontrol – Maastricht UAC



Delay forecast 0.32 0.23 0.19 0.17 0.17

Reasons for lack of capacity o Lack of capacity at Sector Group Level following unexpected changes in the traffic

patterns in 2015 o Capacity gains deriving from FABEC airspace projects not likely to be delivered

during the planning period

Proposed NM measures o Enhanced ATCO cross-training allowing better alignment between traffic demand

and sector opening times at Sector Group Level o Development and implementation of re-sectorisation proposals o Implementation of planned ATM system enhancements

MUAC confirmed measures:

o All proposed measures are part of the work undertaken by MUAC and NM

NM assessment

Implementation of the proposed measures will possibly mitigate the delays at MUAC. Some measures started to be implemented.


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France – Bordeaux ACC:



Delay forecast 0.39 0.48 0.33 0.12 0.11

Reasons for lack of capacity o Training and implementation of a new ATM system - ERATO

Proposed NM measures o Improved ATFCM techniques o Flexible Transition Plan for the new ATM system, coordinated with NM, to include

appropriate mitigation measures.

DSNA confirmed measures:

o Improved ATFCM techniques o Flexible Transition Plan for the new ATM system, coordinated with NM, to include

appropriate mitigation measures

NM assessment

NM will work with DSNA to mitigate to the largest possible extent the impact of the transition to the new ATM system as well as the recovery after implementation. DSNA also plans more structural solutions. Their effect is not yet fully included in the current evaluations.

France – Brest ACC:



Delay forecast 1.23 1.20 0.59 0.57 0.86

Reasons for lack of capacity o Implementation of a new ATM system - ERATO o Sectorisations and Sector opening schemes could be better adapted to traffic

demand

Proposed NM measures o Implementation of re-sectorisation proposals o Flexible rostering allowing better alignment between traffic demand and sector

opening times o Flexible configurations opening, according to the traffic flows o Improved ATFCM techniques


o Improved ATFCM techniques

o Implementation of re-sectorisation proposals o Flexible rostering allowing better alignment between traffic demand and sector

opening times

o Flexible configurations opening, according to the traffic flows

NM assessment

NM will work with DSNA to mitigate to the largest possible extent the situation at Brest ACC. DSNA also plans more structural solutions. Their effect is not yet fully included in the current evaluations.


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France - Marseille ACC



Delay forecast 0.15 0.17 0.45 0.34 0.15

Reasons for lack of capacity o Lack of capacity on weekends due to non-adapted sector opening schemes o Training and implementation of a new ATM system - 4Flight (2017-2019)

Proposed NM measures o Flexible rostering allowing better alignment between traffic demand and sector

opening times, especially at weekends o Flexible configurations opening, according to the traffic flows o Improved ATFCM techniques o Actions for route design and sectorisation, with focus at the interface with

Barcelona ACC o Flexible Transition Plan for the new ATM system, coordinated with NM, to include



o All measures confirmed

NM assessment


France - Reims ACC



Delay forecast 0.57 0.39 0.71 0.46 0.20

Reasons for lack of capacity o Training and implementation of a new ATM system – 4Flight (2017 – 2019) o Traffic distribution with higher traffic demand on shortest routes o Lack of predictability of traffic demand in some sectors

Proposed NM measures o Actions for route design and sectorisation o Flexible rostering allowing better alignment between traffic demand and sector

opening times o Flexible configurations opening, according to the traffic flows o Improved ATFCM techniques o Flexible Transition Plan for the new ATM system, coordinated with NM, to include




NM assessment



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Greece - Athens ACC



Delay forecast 0.51 0.33 0.35 0.18 0.18

Reasons for lack of capacity o Economic and social problems resulting in: o Lack of investments in ATC o Lack of ATCO recruitment

Proposed NM measures o Consolidate the measures agreed with NM to address social and economic

aspects, including re-organisation of the ANSP to allow the timely development and implementation of operational plans and staff recruitment.

HCAA confirmed measures: o New operational and technical plan proposed and signed with the Greek

authorities; final discussions on implementation concluded in June 2016

NM assessment

If the plan agreed with NM is implemented a tangible improvement of performance could be expected. The effect of this plan is not yet fully included in the current evaluations.

Greece - Makedonia ACC



Delay forecast 0.42 0.22 0.25 0.17 0.15

Reasons for lack of capacity o Economic and social problems resulting in:

o Lack of investments in ATC

o Lack of ATCO recruitment

Proposed NM measures o Consolidate the measures agreed with NM to address social and economic

aspects, including re-organisation of the ANSP to allow the timely development and implementation of operational plans and staff recruitment.

HCAA confirmed measures: o New operational and technical plan proposed and signed with the Greek

authorities; final discussions on implementation concluded in June 2016

NM assessment

If the plan agreed with NM is implemented a tangible improvement of performance could be expected. The effect of this plan is not yet fully included in the current evaluations. Spain - Barcelona ACC



Delay forecast 0.44 0.36 0.29 0.26 0.26

Reasons for lack of capacity o Lack of capacity on weekends due to non-adapted sector opening schemes and

traffic peaks


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Proposed NM measures o Measures to address staff availability during weekends o Gradual availability of additional staff o Actions for route design and sectorisation o Measures for airspace design and balanced traffic distribution at the interface with

Bordeaux and Marseille ACCs o Addressing civil/military cooperation aspects o Improved ATFCM techniques.

ENAIRE confirmed measures:


NM assessment

NM will work with ENAIRE to mitigate to the largest possible extent the impact of the high traffic increase. A detailed operational plan is under execution. The effect is not yet fully included in the current evaluations.

Without the above measures, it is unlikely that the required performance will be achieved at local level with the subsequent impact on the overall network performance. In order to achieve better performance, further work will be required with these ACCs to ensure that additional measures are foreseen, discussed and coordinated, with the Network Manager and duly recorded in future versions of the Network Operations Plan.

10.3. Proposed Actions at Network Level

As a result of the above, the following Action Plan is proposed:

ACTION 1

Investigate the additional actions identified by the Network Manager, including solutions for staffing issues

Concerned ANSPs to address the aspects identified in the paragraph 10.2 of the NOP, possibly at FAB level

All concerned ANSPs to identify further actions, possibly at FAB level, to address staffing issues

ACTION 2

ANSPs to work with the Network Manager for the inclusion in an updated NOP of additional measures at local level

Additional actions following the identification of the reasons for lack of capacity to be envisaged between concerned ANSPs and NM.

ACTION 3

Concerned ANSPs to work in partnership with the Network Manager to plan at an early stage transition for major projects

All ANSPs must initiate, as from June 2016, in close partnership with the Network Manager, a detailed planning of the transition for major projects planned for the Autumn/Winter/Spring season 2016/2017

The Network Manager to ensure appropriate synchronisation and measures at network level

A detailed plan at local and network level for all the special events to be available by the end of September 2016.

ACTION 4

All ANSPs to implement the agreed plans and actions as identified in the Network Operations Plan and in the European Route Network Improvement Plan

The Network Manager and the NDOP to ensure the close monitoring of the implementation of all agreed actions.


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11. Conclusion Further actions are required to ensure the achievement of the capacity targets for RP2 over the entire 4 years period. The implementation of the proposed NM measures is of paramount importance. This requires cooperative processes at both local and network level, ensuring a rolling and consolidated development of the network operations plans. These processes will need to start from strategic structural planning and continue through to the tactical phases. The Network Manager will offer direct, open and consolidated support through a smooth partnership approach from planning into operations. A direct link will be ensured between network capacity planning, airspace improvements, updated airport planning, integrated data and tool availability for all planning phases, enhanced ATFCM, as well as for the planning and coordination of significant events.


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ANNEX 1 – ACC Capacity Requirement Profiles

High 65 0% 65 0% 66 2% 67 3%

Reference 65 0% 65 0% 65 0% 65 0%

Low 65 0% 65 0% 65 0% 65 0%

Open 65 0% 65 0% 65 0% 65 0%

Current 70 8% 71 9% 73 12% 75 15%

High 40 0% 40 0% 40 0% 40 0%

Reference 40 0% 40 0% 40 0% 40 0%

Low 40 0% 40 0% 40 0% 40 0%

Open 40 0% 40 0% 40 0% 40 0%

Current 40 0% 40 0% 40 0% 40 0%

High 221 14% 230 19% 239 23% 249 28%

Reference 215 11% 224 15% 230 19% 235 21%

Low 208 7% 211 9% 215 11% 220 13%

Open 207 7% 216 11% 221 14% 225 16%

Current 196 1% 200 3% 205 6% 209 8%

High 65 0% 65 0% 65 0% 65 0%

Reference 65 0% 65 0% 65 0% 65 0%

Low 65 0% 65 0% 65 0% 65 0%

Open 65 0% 65 0% 65 0% 65 0%

Current 65 0% 65 0% 65 0% 65 0%

High 136 1% 137 2% 139 4% 142 6%

Reference 135 1% 136 1% 137 2% 138 3%

Low 134 0% 134 0% 135 1% 136 1%

Open 135 1% 136 1% 137 2% 138 3%

Current 135 1% 137 2% 138 3% 139 4%

High 25 0% 26 4% 26 4% 27 8%

Reference 25 0% 25 0% 26 4% 26 4%

Low 25 0% 25 0% 25 0% 25 0%

Open 25 0% 25 0% 26 4% 26 4%

Current 25 0% 25 0% 25 0% 25 0%

High 199 7% 205 10% 216 16% 220 18%

Reference 198 6% 199 7% 202 9% 207 11%

Low 196 5% 196 5% 196 5% 197 6%

Open 195 5% 195 5% 195 5% 195 5%

Current 201 8% 209 12% 216 16% 222 19%

Profiles (hourly movements and % increase over 2015)

Bosnia &

Herzegovina

B&H

LQSB CTA

20192016 2017 2018

BulgariaSofia

LBSR ACC

AzerbaijanBaku

UBBA ACC

BelgiumBrussels

EBBU ACC

ArmeniaYerevan

UDDD ACC

AustriaVienna

LOVV ACC

State ACC / APP 2015

baselineTraffic

AlbaniaTirana

LAAA ACC65

40

194

65

134

25

186


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High 142 3% 148 7% 155 12% 161 17%

Reference 140 1% 142 3% 146 6% 150 9%

Low 138 0% 139 1% 140 1% 141 2%

Open 139 1% 141 2% 145 5% 148 7%

Current 146 6% 151 9% 155 12% 159 15%

High 71 37% 78 50% 82 58% 88 69%

Reference 70 35% 73 40% 76 46% 80 54%

Low 67 29% 68 31% 70 35% 72 38%

Open 70 35% 73 40% 76 46% 80 54%

Current 70 35% 73 40% 76 46% 80 54%

High 175 0% 175 0% 175 0% 175 0%

Reference 175 0% 175 0% 175 0% 175 0%

Low 175 0% 175 0% 175 0% 175 0%

Open 175 0% 175 0% 175 0% 175 0%

Current 176 1% 179 2% 183 5% 186 6%

High 129 2% 133 5% 135 6% 137 8%

Reference 128 1% 130 2% 132 4% 135 6%

Low 127 0% 127 0% 128 1% 130 2%

Open 128 1% 130 2% 132 4% 135 6%

Current 128 1% 130 2% 132 4% 135 6%

High 63 0% 66 5% 68 8% 71 13%

Reference 63 0% 64 2% 65 3% 68 8%

Low 63 0% 63 0% 63 0% 64 2%

Open 63 0% 64 2% 65 3% 68 8%

Current 63 0% 64 2% 66 5% 68 8%

High 342 6% 353 10% 365 13% 375 16%

Reference 336 4% 344 7% 353 10% 360 12%

Low 331 3% 332 3% 335 4% 338 5%

Open 336 4% 344 7% 353 10% 360 12%

Current 327 2% 334 4% 342 6% 349 8%

High 58 0% 58 0% 58 0% 58 0%

Reference 58 0% 58 0% 58 0% 58 0%

Low 58 0% 58 0% 58 0% 58 0%

Open 58 0% 58 0% 58 0% 58 0%

Current 58 0% 58 0% 58 0% 58 0%


2016 2017 2018 2019

Maastricht

EDYY UAC

Finland 58

DenmarkCopenhagen

EKDK ACC

EstoniaTallinn

EETT ACC

Tampere

EFIN ACC

Eurocontrol

CyprusNicosia

LCCC ACC

State

Czech Rep.Prague

LKAA ACC

CroatiaZagreb

LDZO ACC

ACC / APP 2015

baselineTraffic

138

52

175

127

63

322


28/06/2016 235

High 216 7% 223 11% 233 16% 243 21%

Reference 210 4% 216 7% 221 10% 225 12%

Low 207 3% 208 3% 209 4% 211 5%

Open 212 5% 217 8% 222 10% 226 12%

Current 207 3% 211 5% 216 7% 220 9%

High 222 12% 230 16% 238 20% 249 26%

Reference 219 11% 223 13% 228 15% 233 18%

Low 215 9% 216 9% 219 11% 220 11%

Open 219 11% 224 13% 229 16% 233 18%

Current 218 10% 223 13% 228 15% 233 18%

High 257 6% 264 9% 275 14% 290 20%

Reference 252 4% 258 7% 263 9% 269 11%

Low 246 2% 248 2% 250 3% 251 4%

Open 251 4% 256 6% 261 8% 267 10%

Current 247 2% 252 4% 258 7% 263 9%

High 276 0% 276 0% 278 1% 283 3%

Reference 276 0% 276 0% 276 0% 276 0%

Low 276 0% 276 0% 276 0% 276 0%

Open 276 0% 276 0% 276 0% 276 0%

Current 276 0% 276 0% 277 0% 277 0%

High 216 14% 223 17% 231 22% 240 26%

Reference 212 12% 215 13% 221 16% 226 19%

Low 206 8% 208 9% 210 11% 212 12%

Open 212 12% 215 13% 221 16% 226 19%

Current 201 6% 205 8% 209 10% 214 13%

High 74 25% 76 29% 80 36% 84 42%

Reference 73 24% 74 25% 76 29% 78 32%

Low 71 20% 72 22% 72 22% 73 24%

Open 73 24% 74 25% 76 29% 78 32%

Current 60 2% 60 2% 60 2% 62 5%

High 50 25% 54 35% 58 45% 62 55%

Reference 46 15% 49 23% 52 30% 56 40%

Low 42 5% 44 10% 47 18% 50 25%

Open 40 0% 40 0% 40 0% 40 0%

Current 45 13% 48 20% 51 28% 55 38%

198

242

276

190

59

40

2019Traffic

2016 2017 2018

Reims

LFEE ACC

State ACC / APP

Brest

LFRR ACC

France

Bordeaux

LFBB ACC

Marseille

LFMM ACC

2015

baseline

201

FYROMSkopje

LWSS ACC

Paris

LFFF ACC

GeorgiaTbilisi

UGGG ACC



28/06/2016 236

High 151 0% 152 1% 153 1% 154 2%

Reference 151 0% 151 0% 151 0% 152 1%

Low 151 0% 151 0% 151 0% 151 0%

Open 151 0% 151 0% 152 1% 152 1%

Current 151 0% 151 0% 152 1% 152 1%

High 367 3% 386 8% 399 12% 408 14%

Reference 363 2% 373 4% 383 7% 391 10%

Low 358 0% 359 1% 361 1% 364 2%

Open 363 2% 373 4% 383 7% 391 10%

Current 357 0% 358 0% 361 1% 368 3%

High 250 0% 250 0% 250 0% 250 0%

Reference 250 0% 250 0% 250 0% 250 0%

Low 250 0% 250 0% 250 0% 250 0%

Open 250 0% 250 0% 250 0% 250 0%

Current 250 0% 250 0% 250 0% 250 0%

High 260 0% 260 0% 261 0% 262 1%

Reference 260 0% 260 0% 260 0% 260 0%

Low 260 0% 260 0% 260 0% 260 0%

Open 260 0% 260 0% 260 0% 260 0%

Current 260 0% 260 0% 260 0% 260 0%

High 146 24% 150 27% 155 31% 162 37%

Reference 143 21% 145 23% 149 26% 152 29%

Low 139 18% 139 18% 140 19% 142 20%

Open 138 17% 140 19% 144 22% 147 25%

Current 146 24% 148 25% 151 28% 155 31%

High 115 15% 119 19% 125 25% 130 30%

Reference 114 14% 115 15% 118 18% 122 22%

Low 111 11% 111 11% 112 12% 114 14%

Open 113 13% 114 14% 117 17% 121 21%

Current 114 14% 116 16% 118 18% 122 22%

High 207 1% 211 3% 216 5% 221 8%

Reference 205 0% 207 1% 209 2% 213 4%

Low 205 0% 205 0% 206 0% 207 1%

Open 205 0% 205 0% 207 1% 208 1%

Current 212 3% 217 6% 225 10% 234 14%


HungaryBudapest

LHCC ACC

Greece

Athens

LGGG ACC

Makedonia

LGMD ACC

Germany

Karlsruhe

EDUU UAC

Langen

EDGG ACC

State

Bremen

EDWW ACC

Munich

EDMM ACC

ACC / APP 2015

baseline 2016 2017 2018 2019Traffic

151

357

250

260

118

100

205


28/06/2016 237

High 63 7% 64 8% 65 10% 67 14%

Reference 60 2% 61 3% 63 7% 65 10%

Low 59 0% 59 0% 59 0% 59 0%

Open 60 2% 61 3% 63 7% 65 10%

Current 60 2% 61 3% 63 7% 65 10%

High 125 1% 126 2% 127 2% 128 3%

Reference 124 0% 125 1% 126 2% 127 2%

Low 124 0% 124 0% 125 1% 125 1%

Open 124 0% 125 1% 126 2% 127 2%

Current 124 0% 125 1% 126 2% 127 2%

High 95 10% 98 14% 100 16% 102 19%

Reference 89 3% 92 7% 95 10% 98 14%

Low 86 0% 86 0% 86 0% 87 1%

Open 90 5% 93 8% 96 12% 99 15%

Current 86 0% 86 0% 86 0% 86 0%

High 199 4% 206 7% 213 11% 220 15%

Reference 195 2% 199 4% 202 5% 207 8%

Low 193 1% 193 1% 194 1% 195 2%

Open 195 2% 198 3% 201 5% 206 7%

Current 196 2% 200 4% 203 6% 208 8%

High 194 1% 195 1% 197 2% 199 3%

Reference 193 0% 194 1% 194 1% 195 1%

Low 193 0% 193 0% 193 0% 193 0%

Open 193 0% 194 1% 194 1% 195 1%

Current 194 1% 195 1% 195 1% 197 2%

High 214 0% 216 1% 220 3% 225 5%

Reference 214 0% 214 0% 215 0% 215 0%

Low 214 0% 214 0% 214 0% 214 0%

Open 214 0% 214 0% 215 0% 216 1%

Current 214 0% 214 0% 215 0% 216 1%

High 85 0% 86 1% 89 5% 95 12%

Reference 85 0% 85 0% 86 1% 87 2%

Low 85 0% 85 0% 85 0% 85 0%

Open 86 1% 86 1% 87 2% 88 4%

Current 86 1% 86 1% 87 2% 88 4%


214

85LatviaRiga

EVRR ACC

Italy

Brindisi

LIBB ACC

Milano

LIMM ACC

Roma

LIRR ACC

Padova

LIPP ACC

Ireland

Dublin

EIDW ACC

Shannon

EISN ACC


baselineTraffic

2016 2017 2018 2019

59

124

86

192

193


28/06/2016 238

High 77 0% 78 1% 79 3% 80 4%

Reference 77 0% 77 0% 78 1% 79 3%

Low 77 0% 77 0% 77 0% 77 0%

Open 77 0% 77 0% 77 0% 78 1%

Current 78 1% 78 1% 78 1% 79 3%

High 42 0% 42 0% 43 2% 43 2%

Reference 42 0% 42 0% 42 0% 42 0%

Low 42 0% 42 0% 42 0% 42 0%

Open 42 0% 42 0% 42 0% 43 2%

Current 42 0% 42 0% 42 0% 42 0%

High 40 0% 40 0% 40 0% 40 0%

Reference 40 0% 40 0% 40 0% 40 0%

Low 40 0% 40 0% 40 0% 40 0%

Open 40 0% 40 0% 40 0% 40 0%

Current 40 0% 40 0% 40 0% 40 0%

High 143 0% 143 0% 144 1% 146 2%

Reference 143 0% 143 0% 143 0% 145 1%

Low 143 0% 143 0% 143 0% 143 0%

Open 143 0% 143 0% 143 0% 145 1%

Current 143 0% 143 0% 144 1% 145 1%

High 89 1% 90 2% 91 3% 93 6%

Reference 88 0% 89 1% 90 2% 91 3%

Low 88 0% 88 0% 88 0% 88 0%

Open 88 0% 89 1% 90 2% 91 3%

Current 88 0% 89 1% 90 2% 91 3%

High 64 0% 64 0% 65 2% 67 5%

Reference 64 0% 64 0% 64 0% 65 2%

Low 64 0% 64 0% 64 0% 64 0%

Open 64 0% 64 0% 65 2% 65 2%

Current 64 0% 64 0% 65 2% 65 2%

High 57 0% 58 2% 59 4% 60 5%

Reference 57 0% 57 0% 57 0% 58 2%

Low 57 0% 57 0% 57 0% 57 0%

Open 57 0% 57 0% 57 0% 58 2%

Current 57 0% 57 0% 57 0% 58 2%

Profiles (hourly movements and % increase over 2015)State ACC / APP

Norway

Oslo

ENOS ACC

Stavanger

ENSV ACC

Bodo

ENBD ACC57

MoldovaChisinau

LUUU ACC

NetherlandsAmsterdam

EHAA ACC

LithuaniaVilnius

EYVC ACC

MaltaMalta

LMMM ACC

2017 2018 2019Traffic

2016

77

42

40

143

88

64

2015

baseline


28/06/2016 239

High 144 1% 151 6% 160 13% 170 20%

Reference 143 1% 145 2% 150 6% 155 9%

Low 142 0% 142 0% 142 0% 143 1%

Open 145 2% 150 6% 156 10% 160 13%

Current 147 4% 152 7% 158 11% 163 15%

High 106 13% 110 17% 114 21% 118 26%

Reference 102 9% 104 11% 106 13% 108 15%

Low 95 1% 95 1% 96 2% 96 2%

Open 102 9% 104 11% 106 13% 108 15%

Current 102 9% 104 11% 106 13% 109 16%

High 190 4% 197 8% 205 12% 214 17%

Reference 189 3% 190 4% 195 7% 199 9%

Low 188 3% 188 3% 189 3% 189 3%

Open 188 3% 188 3% 189 3% 190 4%

Current 188 3% 189 3% 191 4% 193 5%

High 181 0% 182 1% 182 1% 182 1%

Reference 181 0% 181 0% 181 0% 181 0%

Low 181 0% 181 0% 181 0% 181 0%

Open 181 0% 181 0% 181 0% 181 0%

Current 182 1% 183 1% 184 2% 187 3%

High 130 0% 130 0% 130 0% 131 1%

Reference 130 0% 130 0% 130 0% 130 0%

Low 130 0% 130 0% 130 0% 130 0%

Open 130 0% 130 0% 130 0% 130 0%

Current 130 0% 133 2% 138 6% 141 8%

High 101 16% 106 22% 110 26% 114 31%

Reference 100 15% 102 17% 104 20% 106 22%

Low 95 9% 96 10% 97 11% 98 13%

Open 99 14% 102 17% 103 18% 106 22%

Current 87 0% 87 0% 87 0% 88 1%

87

183

2019Traffic

2016 2017 2018

2015

baseline

Poland

Bucharest

LRBB ACC

142

94

Bratislava

LZBB ACC

SloveniaLjubljana

LJLA ACC

Warsaw

EPWW ACC

PortugalLisbon

LPPC ACC

181

130

State ACC / APP

Serbia & Mont.Belgrade

LYBA ACC

Romania

Slovakia



28/06/2016 240

High 170 18% 179 24% 186 29% 193 34%

Reference 167 16% 172 19% 177 23% 182 26%

Low 163 13% 164 14% 168 17% 170 18%

Open 167 16% 172 19% 177 23% 182 26%

Current 161 12% 165 15% 171 19% 175 22%

High 71 4% 74 9% 76 12% 80 18%

Reference 70 3% 71 4% 73 7% 74 9%

Low 69 1% 69 1% 69 1% 69 1%

Open 70 3% 71 4% 73 7% 74 9%

Current 70 3% 71 4% 73 7% 74 9%

High 206 1% 214 5% 222 9% 231 13%

Reference 205 0% 207 1% 210 3% 213 4%

Low 204 0% 204 0% 205 0% 206 1%

Open 205 0% 207 1% 210 3% 213 4%

Current 205 0% 207 1% 210 3% 213 4%

High 99 5% 100 6% 104 11% 108 15%

Reference 97 3% 99 5% 101 7% 103 10%

Low 95 1% 96 2% 98 4% 100 6%

Open 97 3% 99 5% 101 7% 103 10%

Current 97 3% 99 5% 101 7% 103 10%

High 90 1% 92 3% 96 8% 98 10%

Reference 89 0% 90 1% 91 2% 93 4%

Low 89 0% 89 0% 89 0% 89 0%

Open 89 0% 90 1% 91 2% 93 4%

Current 89 0% 90 1% 90 1% 91 2%

High 126 2% 128 3% 132 6% 136 10%

Reference 125 1% 126 2% 128 3% 130 5%

Low 124 0% 124 0% 125 1% 125 1%

Open 125 1% 127 2% 129 4% 131 6%

Current 125 1% 125 1% 127 2% 129 4%

High 112 0% 112 0% 112 0% 112 0%

Reference 112 0% 112 0% 112 0% 112 0%

Low 112 0% 112 0% 112 0% 112 0%

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

Current 112 0% 112 0% 112 0% 112 0%

Canaries

GCCC ACC

Palma

LECP ACC


Stockholm

ESOS ACC

Sweden

Malmo

ESMM ACC

State ACC / APP

Spain

Barcelona

LECB ACC

Sevilla

LECS ACC

Madrid

LECM ACC

Traffic2016 2017 2018 2019

144

68

204

94

89

124

112

2015

baseline


28/06/2016 241

High 155 1% 156 1% 161 5% 167 8%

Reference 155 1% 155 1% 156 1% 158 3%

Low 154 0% 154 0% 155 1% 155 1%

Open 155 1% 155 1% 156 1% 158 3%

Current 154 0% 155 1% 155 1% 157 2%

High 182 3% 189 7% 195 10% 201 14%

Reference 179 1% 183 3% 188 6% 191 8%

Low 177 0% 177 0% 178 1% 178 1%

Open 179 1% 183 3% 188 6% 191 8%

Current 177 0% 177 0% 179 1% 180 2%

High 247 2% 267 10% 283 17% 300 24%

Reference 244 1% 255 5% 269 11% 280 16%

Low 242 0% 243 0% 245 1% 255 5%

Open 242 0% 250 3% 264 9% 275 14%

Current 243 0% 253 5% 267 10% 280 16%

High 54 0% 54 0% 54 0% 54 0%

Reference 54 0% 54 0% 54 0% 54 0%

Low 54 0% 54 0% 54 0% 54 0%

Open 54 0% 55 2% 56 4% 57 6%

Current 54 0% 54 0% 54 0% 54 0%

High 61 0% 61 0% 61 0% 61 0%

Reference 61 0% 61 0% 61 0% 61 0%

Low 61 0% 61 0% 61 0% 61 0%

Open 61 0% 61 0% 61 0% 62 2%

Current 61 0% 61 0% 61 0% 61 0%

High 73 0% 73 0% 73 0% 73 0%

Reference 73 0% 73 0% 73 0% 73 0%

Low 73 0% 73 0% 73 0% 73 0%

Open 73 0% 73 0% 73 0% 73 0%

Current 73 0% 73 0% 73 0% 73 0%

High 72 0% 72 0% 72 0% 72 0%

Reference 72 0% 72 0% 72 0% 72 0%

Low 72 0% 72 0% 72 0% 72 0%

Open 72 0% 72 0% 72 0% 72 0%

Current 72 0% 72 0% 72 0% 72 0%

2015

baseline

Geneva

LSAG ACC

Zurich

LSAZ ACC

Switzerland

State ACC / APP Profiles (hourly movements and % increase over 2015)

L'viv

UKLV ACC

TurkeyAnkara

LTAA ACC

Dnipropetrovsk

UKDV ACC

Ukraine

Kyiv

UKBV ACC

Odesa

UKOV ACC

Traffic2016 2017 2018 2019

154

177

242

54

61

73

72


28/06/2016 242

High 428 1% 433 2% 443 4% 454 7%

Reference 426 0% 429 1% 433 2% 437 3%

Low 425 0% 425 0% 426 0% 427 1%

Open 426 0% 429 1% 433 2% 437 3%

Current 427 1% 430 1% 433 2% 438 3%

High 286 0% 287 0% 288 1% 291 2%

Reference 286 0% 286 0% 287 0% 288 1%

Low 286 0% 286 0% 286 0% 286 0%

Open 286 0% 286 0% 286 0% 287 0%

Current 286 0% 287 0% 287 0% 288 1%

High 226 0% 227 1% 229 2% 231 3%

Reference 226 0% 226 0% 227 1% 228 1%

Low 226 0% 226 0% 226 0% 226 0%

Open 226 0% 226 0% 227 1% 228 1%

Current 226 0% 226 0% 227 1% 228 1%


baselineTraffic


2016 2017 2018 2019

UK

London

EGTT ACC

London Terminal

EGTT TC

Prestw ick

EGPX ACC

424

286

225


28/06/2016 243

ANNEX 2 – Traffic Forecast per ACC % growth per ACC v. 2015, based on the EUROCONTROL Seven-Year Forecast (February 2016)

High 3.2% 5.5% 11.2% 16.3% 22.5%

Baseline 0.0% 2.6% 4.8% 8.3% 11.6%

Low -1.7% -1.0% -1.0% 0.5% 2.9%

High -1.0% 4.9% 9.8% 17.6% 27.3%

Baseline -2.5% 0.4% 6.5% 10.2% 14.5%

Low -3.5% -2.1% 0.1% 4.3% 8.4%

High 2.4% 5.9% 11.3% 16.0% 21.5%

Baseline 0.8% 3.2% 5.5% 8.3% 11.4%

Low -1.1% 0.1% 0.3% 1.4% 2.4%

High 2.4% 7.6% 15.7% 23.2% 31.0%

Baseline 1.2% 6.2% 10.3% 16.1% 21.5%

Low 0.5% 3.5% 6.8% 10.0% 13.4%

High 4.6% 7.9% 12.0% 13.9% 16.2%

Baseline 3.5% 5.5% 7.7% 9.9% 12.2%

Low 2.5% 3.5% 3.4% 4.5% 5.4%

High -1.9% -0.1% 3.8% 10.3% 21.7%

Baseline -3.1% -1.4% 0.2% 1.8% 4.3%

Low -4.7% -3.6% -2.6% -2.4% -0.4%

High 3.4% 7.9% 13.6% 18.6% 24.5%

Baseline 1.9% 5.2% 8.1% 11.3% 14.9%

Low 0.5% 2.4% 3.8% 5.3% 6.7%

High 3.1% 6.6% 12.5% 17.1% 23.3%

Baseline 1.1% 3.5% 6.0% 9.2% 12.4%

Low -1.3% -0.3% 0.2% 1.3% 3.0%

High 2.4% 7.4% 15.0% 23.7% 32.9%

Baseline 0.5% 3.6% 8.1% 12.7% 18.1%

Low -1.3% 0.6% 2.3% 4.8% 7.7%

High 4.4% 9.2% 15.2% 20.2% 25.9%

Baseline 2.6% 6.3% 8.8% 11.1% 14.8%

Low 1.3% 2.9% 3.4% 4.9% 6.1%

High 4.2% 7.1% 10.5% 13.4% 18.1%

Baseline 2.9% 4.2% 6.4% 8.2% 10.2%

Low 2.0% 2.0% 2.4% 2.8% 3.6%

High 2.5% 6.5% 12.8% 17.7% 23.3%

Baseline 0.9% 3.5% 6.6% 9.7% 12.9%

Low -0.4% 0.7% 1.7% 3.3% 4.8%

High 3.5% 7.1% 11.1% 14.5% 19.0%

Baseline 2.4% 4.9% 7.2% 9.2% 11.7%

Low 1.4% 2.5% 3.2% 4.5% 5.6%

High 3.3% 4.8% 7.3% 10.6% 14.5%

Baseline 2.3% 3.3% 4.3% 5.2% 6.7%

Low 1.3% 0.7% 0.6% 0.8% 1.5%

Shortest Routes : -19%

Shortest Routes: No signif icant Impact

2018 2019State ACC / APP Growth 20202017

Albania


Shortest Routes : No signif icant Impact



Shortest Routes: +15%



Shortest Routes: -20%



CyprusNicosia

LCCC ACC

Czech Rep.Prague

LKAA ACC

Eurocontrol

FinlandTampere

EFES ACC

Denmark

AzerbaijanBaku

UBBA ACC

Brussels

EBBU ACCBelgium

BulgariaSofia

LBSR ACC

CroatiaZagreb

LDZO ACC


EstoniaTallinn

EETT ACC

Maastricht

EDYY UAC

2016

ArmeniaYerevan

UDDD ACC

Austria

Tirana

LAAA ACC

Vienna

LOVV ACC

Copenhagen

EKDK ACC

Bosnia &

Herzegovina

B&H

LQSB ACC



28/06/2016 244

High 4.7% 8.0% 12.1% 15.5% 20.0%

Baseline 3.3% 4.9% 6.3% 8.7% 11.2%

Low 1.8% 2.2% 1.8% 2.6% 3.1%

High 6.6% 10.4% 15.0% 18.5% 22.7%

Baseline 5.2% 7.4% 9.6% 12.2% 14.6%

Low 3.8% 4.8% 4.8% 5.6% 6.2%

High 3.7% 6.9% 12.2% 16.5% 21.6%

Baseline 2.3% 4.0% 6.1% 8.6% 11.3%

Low 0.8% 1.4% 1.4% 2.0% 2.7%

High 2.5% 4.9% 8.3% 10.5% 13.8%

Baseline 1.3% 2.2% 3.4% 5.4% 7.4%

Low 0.1% -0.2% -1.0% -0.3% 0.3%

High 4.1% 7.2% 11.6% 15.0% 18.9%

Baseline 2.8% 4.5% 7.0% 9.2% 11.4%

Low 1.3% 2.0% 2.3% 3.0% 3.7%

High 5.8% 9.7% 16.3% 21.6% 29.1%

Baseline 3.2% 6.4% 9.2% 12.5% 16.6%

Low 0.2% 2.1% 2.6% 4.4% 6.6%

High 0.1% 5.7% 13.6% 20.8% 29.6%

Baseline -1.2% 3.4% 7.7% 12.5% 18.3%

Low -1.8% 0.3% 3.6% 7.1% 10.4%

High 5.0% 7.6% 9.9% 12.4% 15.1%

Baseline 3.5% 5.5% 4.7% 5.9% 7.7%

Low 2.3% 2.8% 2.4% 5.1% 5.5%

High 3.1% 7.0% 12.1% 16.4% 21.4%

Baseline 1.8% 4.4% 6.9% 9.3% 12.2%

Low 0.4% 1.6% 2.2% 3.8% 4.8%

High 3.0% 5.7% 9.7% 12.7% 16.4%

Baseline 1.9% 3.6% 4.6% 6.3% 8.6%

Low 0.5% 1.2% 1.2% 2.8% 3.2%

High 2.8% 5.2% 8.8% 11.6% 14.6%

Baseline 1.7% 3.0% 4.3% 6.2% 8.0%

Low 0.3% 0.8% 0.4% 1.0% 1.6%

High 4.6% 7.9% 13.5% 19.5% 27.2%

Baseline 2.4% 4.4% 7.1% 10.7% 14.9%

Low 0.5% 1.4% 1.7% 3.2% 5.4%

High 6.0% 9.7% 15.1% 20.5% 26.9%

Baseline 3.7% 6.1% 8.8% 11.9% 15.7%

Low 1.5% 2.9% 3.1% 4.6% 6.5%

High 3.8% 8.0% 14.4% 20.0% 26.9%

Baseline 2.2% 5.3% 8.1% 11.6% 15.7%

Low 0.9% 2.4% 3.6% 5.1% 6.4%

2019Growth 2016 2017 2018 2020



ACC / APP

Marseille

LFMM ACC

State

Greece

Reims

LFEE ACC

Skopje

LWSS ACC

Bremen

EDWW ACC

Makedonia

LGMD ACC

GeorgiaTbilisi

UGGG ACC


Brest

LFRR ACC

HungaryBudapest

LHCC ACC

FYROM

Karlsruhe

EDUU UAC

Munich

EDMM ACC

Langen

EDGG ACC

Athens

LGGG ACC







Shortest Routes : +4%




France

Paris

LFFF ACC

Bordeaux

LFBB ACC


Germany


28/06/2016 245

High 5.1% 11.2% 18.1% 23.2% 25.2%

Baseline 3.5% 7.9% 12.0% 16.0% 20.4%

Low 3.1% 4.7% 6.2% 8.3% 10.4%

High 3.3% 6.1% 10.0% 13.2% 17.0%

Baseline 2.6% 4.6% 7.0% 8.9% 11.6%

Low 2.0% 3.4% 4.0% 4.9% 6.0%

High 5.5% 8.2% 14.8% 20.2% 26.1%

Baseline 3.6% 5.9% 7.7% 10.7% 14.0%

Low 1.9% 2.8% 2.9% 3.6% 4.7%

High 4.1% 7.7% 13.5% 18.4% 23.5%

Baseline 2.5% 4.3% 6.9% 9.3% 12.0%

Low 0.7% 1.6% 1.5% 2.0% 2.6%

High 3.8% 6.9% 12.2% 16.8% 22.3%

Baseline 2.3% 3.9% 6.1% 8.5% 11.3%

Low 0.7% 1.5% 1.6% 2.1% 2.9%

High 2.3% 5.2% 10.4% 14.9% 19.6%

Baseline 1.0% 2.2% 4.4% 6.8% 9.1%

Low -0.6% -0.4% -0.7% -0.5% 0.0%

High 2.0% 6.7% 13.3% 18.9% 25.2%

Baseline 0.5% 2.6% 5.9% 8.3% 11.3%

Low -1.5% 0.1% 0.4% 1.0% 2.3%

High 1.0% 4.8% 12.2% 17.8% 24.1%

Baseline -0.3% 1.5% 4.9% 7.1% 10.5%

Low -1.6% -0.6% -0.1% 0.9% 2.1%

High 0.7% 5.3% 14.3% 22.8% 32.4%

Baseline -1.3% 1.8% 5.9% 10.6% 16.8%

Low -3.8% -0.2% 0.6% 2.2% 3.9%

High 3.2% 10.7% 19.3% 27.3% 36.1%

Baseline 1.2% 6.0% 10.1% 16.0% 19.9%

Low -0.1% 2.2% 2.8% 5.2% 6.9%

High 2.7% 5.7% 8.4% 10.4% 12.8%

Baseline 2.5% 4.8% 7.4% 8.8% 10.8%

Low 2.6% 4.0% 6.1% 7.5% 9.1%

High 1.7% 3.9% 6.0% 7.5% 14.5%

Baseline 0.3% -0.8% 0.7% 1.7% 3.6%

Low -0.9% -2.5% -2.9% -3.3% -3.2%

High 0.2% 2.0% 4.0% 5.7% 10.1%

Baseline -0.5% -0.9% -0.2% 0.3% 1.9%

Low -1.2% -2.3% -3.5% -3.9% -4.0%

High 0.2% 1.1% 1.6% 2.0% 6.4%

Baseline -0.9% -2.4% -2.7% -2.8% -2.0%

Low -1.6% -3.6% -5.2% -6.2% -7.0%

State ACC / APP Growth 2018


2016



2019 20202017


Ireland

Dublin

EIDW ACC

Shannon

EISN ACC

Brindisi

LIBB ACC

Milano

LIMM ACC

Padova

LIPP ACC

Roma

LIRR ACC

Moldova

LatviaRiga

EVRR ACC

Vilnius

EYVC ACC

Malta

LMMM ACCMalta

Chisinau

LUUU ACC








NetherlandsAmsterdam

EHAA ACC

Oslo

ENOS ACC

Stavanger

ENSV ACCNorway

Bodo

ENBD ACC




Lithuania

Italy


28/06/2016 246

High 2.9% 8.0% 16.2% 22.8% 30.3%

Baseline 1.3% 4.5% 8.2% 11.6% 15.9%

Low 0.2% 1.5% 2.1% 3.4% 4.5%

High 7.8% 12.7% 18.2% 23.7% 29.0%

Baseline 5.8% 8.6% 11.4% 14.1% 16.8%

Low 3.9% 5.4% 5.3% 5.5% 6.0%

High 3.6% 8.7% 15.0% 20.6% 27.5%

Baseline 1.9% 5.6% 9.0% 12.4% 16.7%

Low 0.7% 2.7% 4.0% 5.8% 7.5%

High 3.8% 7.2% 13.0% 17.9% 24.0%

Baseline 1.8% 4.4% 6.6% 10.0% 13.4%

Low -0.6% 0.9% 1.6% 2.8% 4.4%

High 4.3% 9.5% 16.3% 22.3% 29.2%

Baseline 2.2% 6.2% 9.5% 13.0% 17.6%

Low 1.5% 2.9% 4.1% 5.7% 6.8%

High 1.7% 5.1% 10.6% 15.5% 21.8%

Baseline -0.3% 2.4% 4.9% 7.5% 10.6%

Low -2.9% -2.1% -1.9% -0.3% 1.1%

High 9.9% 15.2% 22.1% 28.5% 34.9%

Baseline 7.7% 11.4% 15.1% 18.4% 22.2%

Low 5.8% 7.7% 8.8% 10.5% 11.9%

High 8.0% 12.8% 18.7% 24.3% 29.5%

Baseline 6.1% 8.8% 11.5% 14.2% 16.7%

Low 4.1% 5.2% 4.8% 5.0% 4.9%

High 7.2% 11.5% 17.2% 22.0% 26.8%

Baseline 5.3% 8.1% 10.5% 12.8% 15.5%

Low 3.6% 4.9% 4.9% 5.3% 5.8%

High 10.5% 16.0% 22.2% 27.1% 32.1%

Baseline 8.4% 12.4% 15.7% 18.7% 21.8%

Low 6.1% 8.7% 9.8% 11.6% 12.7%

High 7.8% 12.2% 19.2% 25.6% 32.8%

Baseline 5.6% 8.9% 11.2% 15.2% 19.2%

Low 3.6% 5.3% 6.0% 7.3% 8.4%

High 3.4% 6.9% 11.5% 15.3% 21.0%

Baseline 2.0% 3.5% 6.5% 8.6% 11.0%

Low 0.7% 0.9% 1.2% 2.0% 3.0%

High 3.3% 4.9% 7.9% 10.7% 14.4%

Baseline 2.0% 2.8% 3.8% 4.9% 6.6%

Low 0.9% 0.8% 0.2% 0.2% 0.3%

2018 2019


Sweden

Malmo

ESMM ACC

Stockholm

ESOS ACC

Romania

Serbia & Mont.

Spain

Barcelona

LECB ACC

Canaries

GCCC ACC

Madrid

LECM ACC

Palma

LECP ACC

Sevilla

LECS ACC

Bratislava

LZBB ACC

Ljubljana

LJLA ACCSlovenia

Slovakia

Bucharest

LRBB ACC

Belgrade

LYBA ACC

Portugal

Poland

2020State

Warsaw

EPWW ACC

Lisbon

LPPC ACC

2016 2017Growth




ACC / APP











28/06/2016 247

High 3.4% 6.8% 11.6% 16.0% 20.5%

Baseline 1.8% 4.2% 6.4% 8.5% 10.8%

Low -0.5% 0.5% 1.1% 1.8% 2.9%

High 2.5% 6.0% 10.2% 14.4% 18.9%

Baseline 1.0% 3.0% 5.5% 7.4% 9.4%

Low -0.7% 0.1% 0.8% 1.4% 2.1%

High 3.7% 9.8% 17.3% 24.9% 33.0%

Baseline 2.1% 6.9% 11.8% 16.8% 22.3%

Low 0.7% 3.9% 6.9% 10.1% 13.3%

High 0.4% 0.2% 9.4% 17.8% 25.0%

Baseline -3.9% -2.0% 1.3% 5.2% 10.5%

Low -5.8% -8.5% -5.0% -3.3% 0.3%

High -5.0% 1.0% 8.3% 14.8% 22.0%

Baseline -7.0% -3.9% 0.6% 4.8% 9.5%

Low -9.5% -7.6% -6.7% -4.2% -1.0%

High -5.7% -0.4% 7.0% 13.4% 20.3%

Baseline -8.2% -5.6% -0.6% 3.5% 7.1%

Low -10.6% -8.8% -8.6% -6.5% -3.8%

High 3.0% 5.1% 13.2% 19.6% 28.1%

Baseline 0.9% 2.7% 5.4% 9.1% 12.4%

Low -3.6% -1.1% -1.8% -0.6% 1.9%

High 3.7% 7.1% 11.3% 14.2% 18.5%

Baseline 2.7% 5.1% 7.5% 9.7% 12.1%

Low 1.7% 2.6% 3.2% 4.2% 5.5%

High 2.9% 5.7% 9.0% 11.4% 15.6%

Baseline 2.0% 4.0% 6.0% 7.8% 9.6%

Low 1.0% 1.6% 2.1% 3.0% 4.1%

High 2.9% 6.1% 10.0% 13.1% 16.4%

Baseline 1.9% 3.9% 6.1% 8.0% 10.3%

Low 0.9% 1.6% 2.0% 2.6% 3.5%






2020

UK

London

EGTT ACC

London Terminal

EGTT TC

Prestw ick

EGPX ACC

Ankara

LTAA ACCTurkey

Ukraine

Dnipropetrovsk

UKDV ACC

Odesa

UKOV ACC

Kyiv

UKBV ACC

L'viv

UKLV ACC

State ACC / APP

Switzerland

Geneva

LSAG ACC

Zurich

LSAZ ACC

2019





Growth 2016 2017 2018



28/06/2016 248

ANNEX 3 – European Route Network Development This Annex provides an overview of the major improvement projects implemented or planned for implementation between winter 2015/2016 and until 2020. It also provides maps showing the evolution of Free Route Airspace initiatives already in place or planned for implementation year by year, supported by a network operational concept for Free Route Airspace Operations. Details about the improvement projects and FRA can be found in the ERNIP Part 2 - ARN Version 2016 – 2019/20.

This Annex will be further updated following the finalisation of the European Route Network Improvement Plan – Part 2 – ARN Version 2016-2019/20.

Winter 2015 / 2016: Projects implemented (until 7 Jan 2016)

Austria

- Free Route Airspace Wien, FRAW, Stage 4b - Vienna TMA improvements

Cyprus - Nicosia Direct Route Airspace - Phase 1A

Czech Republic - Optimization of Praha FIR lower airspace structure - Improved flight planning options between Adriatic coast and Scandinavia.

FABEC - FABEC FRA Step 1

FAB NEFAB - NEFAB Free Route Airspace H24

Germany: - Shorter options and improved flight profiles at EDDS, EDDK, EDJA

Greece - Night DCTs in Hellas UIR above FL355

Hungary - Improvement of the HUFRA flight plan options and utilisation

Lithuania - Free Route Airspace H24

Poland - FRA Like (DCT) - Phase II

Turkey - SMART Project Phases 2 / 3

United Kingdom - Improvement of the ATS route network within London FIR/UIR and Scottish FIR/UIR. - Airspace Efficiency improvements towards Paris TMA during the winter months.

Summer 2016: Projects planned or proposed for implementation

Albania

- Improved ATS route network within Tirana FIR Albania / Serbia / Montenegro

- New ARR/DEP LATI Phase 4. Bulgaria/ Bosnia and Herzegovina / Croatia / Serbia / Slovenia

- Long Range Direct Routing SE Axis Bulgaria / Turkey / Romania

- UDROS / ODERO area re-organization.


28/06/2016 249

Cyprus - Nicosia Direct Route Airspace - Phase 1B

NEFAB - NEFAB and DK/SE FAB Free Route Airspace - NEFRA.

France - Marseille ACC re-organisation Phase 1. - Paris ACC re-organisation - Phase 2.

The Former Yugoslav Republic of Macedonia - Free Route Airspace Skopje

Germany - FRA Germany - Phase 1

Maastricht UAC - Change of DFL in the West sectors of the Brussels Sector Group. - Straighten the boundary between the DECO and the Brussels Sector Group.

Norway - HOPE - Harmonisation of Oslo Procedures and Environment - Phase 2

Poland - Polish Airspace Project 2010+, Phase 3a.

Portugal - Free Route Airspace Santa Maria FIR

Serbia/Montenegro - Reshape the geographical boundary between Beograd ACC West and North sectors.

Introduce 5 vertical layers which with 4 geographical shapes create 20 airspace volumes.

Slovakia - Free Route Airspace Bratislava - FRABRA Phase 1

Spain - Vertically split existing SAN Sector into Lower (SAL) and Upper (SAU) Sectors

Ukraine - Free Route Airspace Ukraine, Step 2 (Sc 2a)

United Kingdom - LAMP Phase 1a


Albania

- FRALB - Free Route Airspace Albania - Phase 1 Armenia

- Night Free Route Airspace in Yerevan ACC. Austria / Slovenia

- SAXFRA - Slovenian Austrian X-border Free Route Airspace Bulgaria

- Night Free Route Sofia FIR - FRAS, Phase 2 Bulgaria / Romania

- DANUBE FAB FRA - Phase 2 Bulgaria / Greece

- EVIVI dualisation. Croatia

- Central sector Zagreb Phase 2b Croatia / Bosnia and Herzegovina / Serbia

- Free Route Airspace, Phase 5b - SEAFRA Czech Republic / Poland

- Free Route Airspace Praha/ FRAPRA, Step 3 Cyprus

- Nicosia Direct Route Airspace - Phase 1C France


28/06/2016 250

- Brest ACC re-organisation. - Marseille ACC re-organisation Phases 2 / 3

France / United Kingdom - New TSA 6

Germany - FRA Germany - Phases 2 / 3

Italy / Malta - Cross-border Free Route Airspac - Phase 3

Poland - Free Route Airspace Warsaw FIR, Phase 3

Serbia / Montenegro - Lower airspace re-organisation Beograd FIR - Step 3

Serbia / the Former Yugoslavian Republic of Macedonia - RAXAD and MAKED dualisation.

Spain / France - LUMAS, Phases

Spain / Portugal / Morocco - Lisbon / Casablanca / Canarias Axis

Turkey - SMART, Phases 4 / 5 - Free Route Airspace Turkey - Phase 1

United Kingdom - Free Route Airspace Prestwick Phase 2.


Albania

- FRALB - Free Route Airspace Albania - Phase 2 Armenia

- H24 Free Route Airspace in Yerevan ACC Bulgaria

- Common Terminal Airspace System Bulgaria / Romania

- DANUBE FAB FRA - Phases 3 / 4 France / Spain

- ESSO - Espace Superieur du Sud Ouest - Barcelona, Madrid, Bordeaux Interface, BAMBI

France / Belgium / Maastricht UAC - Paris Point Merge TE

Germany - FRA Germany - Phase 4

Morocco - Free Route Airspace Casablanca

Poland - Free Route Airspace Warsaw FIR, Phase 4

Portugal / Spain / France - Free Route Airspace Madrid / Brest

Spain - Barcelona TMA, Phase 1 and 2

Turkey - Istanbul International Airport - Phase 1 - Free Route Airspace Turkey - Phase 2

United Kingdom - Northern Terminal Control Area - NTCA - Midlands Improvements


28/06/2016 251


Bosnia and Herzegovina / Croatia / Montenegro /Serbia

- BH ATM, Phase 2 Bulgaria / Romania

- DANUBE FAB FRA - Phase 5 Germany

- FRA Germany - Phase 5 - Implementation of MOSEL sector in Karlsruhe UAC and Langen ACC

Moldova - Free Route Airspace Moldova - Phase 3

Poland - Polish Airspace Project 2010+, Phase 3b

Ukraine - Free Route Airspace Ukraine, Step 2 (Sc 2a) - Free Route Airspace Ukraine, Step 2 (Sc 2b)

End 2020: Projects planned or proposed for implementation

Greece / Bulgaria / Romania

- Implement bi-directional ATS route between LMO area and GLT area. United Kingdom

- Free Route Airspace Prestwick Phase 3


28/06/2016

ANNEX 4 – ATS System Changes, Special Events and Major Projects

ATM System (new); ATM System (upgrade); Event; ATM Ops Procedures; TMA and/or Airport Airspace & Proc; Major European Project

Albania - Tirana ACC

FRA

Reduction of long. separation

System upgrade (stripless)

MLAT implementation

Armenia - Yerevan ACC

FRA

Austria - Vienna ACC

DCTs H24/7 165+ (in parallel with ATS routes

SAXFRA

FABCE crossborder FRA

Full FABCE x-border application of DCT/FRA H24

AMAN at LOWW

Belgium / Luxembourg - Brussels ACC

DCTs below FL245

CANAC2 system upgrades

XMAN Step 1 (FABEC)

XMAN Step 2 (FABEC)

Occupancy counts implementation

Civ/Mil Cell

Enhanced civil/military ASM procedures

Bosnia Herzegovina - Sarajevo ACC

Changes of AoR between Zagreb, Beograd and Sarajevo ACCs

Bulgaria - Sofia ACC

ASMGCS at Sofia airport

LNAV proc at Bulgarian airports

RNAV proc with vertical guidance at Bulgarian airports

ATM system upgrade including CPDLC

Implementation of traffic complexity tool

SUR data distribution syst, WAM and ADS-B

System upgrades (new OPS back-up, VCS back-up, G/A radios, ENR radar)

New airspace structure in the western part of Black Sea

Airspace changes at the interface with Turkey

Gradual implementation of AFUA functionalities

FRA stepped full implementation

Croatia - Zagreb ACC

Upper (>FL325) airspace reorganisation with BHACC (pending transition plan)

Datalink ops

COOPANS upgrade J-HMI

FRA cross border evolutions

Full FRA at FABCE

STAM Phase 1

STAM Phase 2

Long Range DCTs Cross Border evolution

Cyprus - Nicosia ACC

FRA including cross border

Reduce separation minima from 10 to 5 NM

Datalink

OLDI with Egypt

Approach Radar function at LCLK and LCPH / APP RDR Unit

Transition to the new ACC

Redesign of lower airspace

New Cyprus TMA implementation

Improved ATFCM incl. STAM

Czech Republic - Prague ACC

FRA stepped implementation

FRA

Datalink & CPDLC

New system implementation and training


Denmark - Copenhagen ACC

FRA alignment with NEFAB

FRA usage optimisation when military areas are active

Estonia - Tallinn ACC

DLK/CPDLC

NEFRA

Cross-border sectorisation (NEFAB)

SYSCO - full OLDI with Latvia & Sweden

Major Projects & Special Events 2016 2017 2018 2019 2020


28/06/2016

Eurocontrol - MUAC ACC


FABEC FRA Step 2: H24 DCTs with military activity

FABEC FRA Step 3: Final goal FRA Volume

Brussels UIR DFL Change

Brussels UIR 3rd Layer


ATC2ATM Program

NVCS

SRAT (Super Role Allocation Tool)

RDFS

iFMP

XMAN, stepped implementation


Finland - Tempere ACC

CPDLC

NEFRA (NEFAB)

WAM implementation Western, Northern, and Eastern Finland (each/year)

New ACC (partial move to)

France - Bordeaux ACC



FABEC FRA Step 3: final goal FRA volume

ESSO project

ERATO (stripless, MTCD)


New TSA 6 (more dynamic ASM)

Training 4Flight

MAC (Collaborative ATFCM Measures)

Improved ATFCM and STAM

France - Brest ACC





ERATO (stripless, MTCDlilin)

New TSA 6 (more dynamic ASM)

4Flight ATM system training



France - Marseille ACC






4Flight ATM system implementation

Reorganisation of interface with LECB (LUMAS) Phase 2

Reorganisation of lower airspace and ATS delegation to APP units below FL145

Full Provence project



France - Paris ACC







Point Merge NE

Reorg. of lower airspace and ATS delegation to APP units below FL145


Improved ATFCM and STAM / GF project

France - Reims ACC







FABEC XMAN Step 1: Basic

FABEC XMAN Step 2: advanced

Reorganisation of lower airspace ELLX interface

Reorganisation of R and N sectors group

Reims/Strasbourg interface improvements



2016 2017 2018 2019 2020 Major Projects & Special Events


28/06/2016

FYROM - Skopje ACC

FRA

New ATM system

Georgia - Tbilisi ACC

FRAG implementation

Transition to new ATM system

Conversion of lower airspace to RNAV5

Implementation of RNAV1 (GNSS) for SIDs and STARs

Implementation of APV LNAV/VNAV as backup to ILS approaches

Germany - Bremen ACC

Airspace structure changes due new Berlin (BER) Airport

ILA Berlin

Development of new airspace structure of Bremen ACC

FABEC ATFCM/ASM Step 2: CDM procedure

Training and transition for iCAS system

Germany - Karlsruhe ACC

FABEC FRA Step 1: WE DCTs (2016)

FABEC FRA Step 2: H24 DCTs with military activity (2017)

FABEC FRA Step 3: Final goal FRA Volume (2019)

MOSEL sector implementation

New ATS system iCAS KAR

Training and transition to new Berlin Int. (BER)

FABEC XMAN, Step 1: Basic ARR MUC and FRA

AMAN NRW (CMAN) ARR DUS, CGN

FABEC XMAN Step 2: Advanced ARR FRA

Germany - Langen ACC

FABEC XMAN, Step 1: Basic ARR FRA

AMAN NRW (CMAN) ARR DUS, CGN

FABEC XMAN Step 2: Advanced ARR FRA

Transition to new P2 system

MOSEL sector training and implementation

Upgrade of P2/ATCAS system (PSS) (EBG 07)

Training and transition for PSS EBG 07





New Sector families concept

Training and transition for New Sector families concept

Germany - Munich ACC

P1-HW upgrade ATS sytem P2i during ongoing operations

FABEC XMAN Step 1: Basic ARR MUC

Training and transition for iCAS system

Greece - Athens & Makedonia ACCs

Night DCTs/FRA

FRA stepped implementation

Airspace reorganisation/resectorisation project

Mode S

ATM system upgrade (plus 3 OLDI mess.)

New VCS

New ATM system

PBN Procedures at 4 aiports (Kerkira, Heraklion, Santorini, Mikonos)

DMAN Integration

PBN/SBAS procedures at 4 airports (Thessaloniki, Kos, Ioannina, Mytilene)

Hungary - Budapest ACC

3 Geographical ACC sectors

CPDLC

Ireland - Dublin ACC

A-CDM Dublin airport

ATM system upgrade training

ATM system upgrade

Transition altitude training

Common transition altitude for the FAB

Ireland - Shannon ACC

Training for ATM system upgrade and transition altitude

ATM system upgrade


CPDLC (FANS and ATN)

SPO

R-LAT Phase 2

improved ATFCM incl. STAM

Low level FRA

Terrestrial ADSB

Space-based ADSB

EU ADS-B mandate

2019 2020 Major Projects & Special Events 2016 2017 2018


28/06/2016

Italy - Brindisi ACC

FRA implementation program

LINK IT implementation

MTCD

ADSB

PBN Program

TMA reorganisation


Italy - Milano ACC

Point merge in LIMC

AMAN/Extended AMAN implementation

PBN Program


ADSB


MTCD

TMA reorganisation


Italy - Padova ACC


ADSB


MTCD

PBN Program

TMA reorganisation


Italy - Rome ACC

Point merge for LIRF and LIRA

AMAN/Extended AMAN implementation

PBN Program


MTCD


ADSB


Lithuania - Vilnius ACC

FRA in Baltic FAB

New ACC building

New ATM system in Vilnius ACC

Malta - Malta ACC

RNQV SIDs/STARs in TMA

FRA Phase III

New ATM system

Moldova - Chisinau ACC

WAM/MLAT systems

The Netherlands - Amsterdam ACC

Improved FUA for TMA-C through Civ/Mil co-location

Improved FUA for TMA-D through Civ/Mil co-location

Improved insight in departures EHAM due to A-CDM

Improved interface EBBU FIR-EHAA S3

Norway - Bodo ACC

FRA implementation

ATM system

Norway - Oslo ACC

FRA implemetation

ATM system

Norway - Stavanger ACC

FRA implementation

ATM system

Poland - Warsaw ACC

World Youth Days

Vertical sectorisation (stepped implementation)

Airspace Polish 2010+ project

FRA Stepped implementation

FRA Full implementation in Baltic FAB

ACDM implementation at Warsaw Chopin airport

5NM longitudinal separation


Initia ATC air-ground data link above FL285

Implementation of air-ground 8.33 kHz ch spacing below FL195

Portugal - Lisbon ACC

PBN LPFR

FRA extension to Santa Maria FIR

FRA extension to LFRR FIR

Olympic Games in Brazil

Datalink

New ATM system




28/06/2016

Romania - Bucharest ACC

New ATM system 2015+

Automated Support for Traffic Complexity Assessment (FCM06)

Automated Support for Traffic Load (Density) Management (FCM06)

FRA stepped full implementation

New TMA NAPOC

PBN Procedures at Romanian airports

A-CDM at LROP - gradual implementation

Improved ATFCM incl. occupancy counts

Serbia and Montenegro - Belgrade ACC

FRA H24 & crossborder with CRO (night crossborder with other adjacent)

FRA & crossborder H24

ATCC sectorisation change

CIMACT

LARA

ATM system improvements (DPS)

ATM system improvements (DPS hardware)

Improved OLDI, Controller Support Tools, MTCD, New Radar Station

Enhanced Mode S, Improved MTCD, VoIP

Datalink

Slovak Republic - Bratislava ACC

FRA DCTs within LZBB

Rolling ASM/ATFCM Process implementation

ATM system upgrades

FRA gradual implementation within FABCE


Slovenia - Ljubljana ACC

Mode S

CPDLC

FRA (stepped implementation in accordance with FAB CE Airspace Plan)


Spain - Barcelona ACC

Safety nets

SWFAB / FABEC Marseille interface, including LUMAS

SWFAB / FABEC Bordeaux interface

ATM system improvement (SACTA version 3.Z5.60) (AGDL)

ATM system improvement (SACTA version including MTCD)

RNP APCH in LEBL TMA


Spain - Canarias ACC

Safety nets

RNP APCH (Canary airports)

Improve arr/dep in GCRR and GCFV

ATM system SACTA version 3.Z5.60 (AGDL)

ATM system SACTA version including MTCD

RNAV1 structure in Canarias TMA Phase 2a

DACT military event (once per year)


Spain - Madrid ACC

FRA Lisboa/Madrid/Brest

FRA extension to Cantabrico

Safety nets

LECM-LECB interface

New Madrid-Bordeaux interface (BAMBI)



Transition to RNP1 LEMD TMA

LEMD Independent approaches at parallel runways


Spain - Palma ACC

Safety nets



A-CDM at LEPA


Spain - Sevilla

Safety nets



Sevilla/Casablanca interf.

TLP - European military activity (every two months)


2019 2020 Major Projects & Special Events 2016 2017 2018


28/06/2016

Sweden - Malmö and Stockholm ACCs

FRA alignment with NEFAB

FRA usage optimisation when military areas are active


Switzerland - Geneva

Stripless step 4 (new lower, upgrade upper)

FRA FABEC Step 1: WE DCTs


FRA FABEC Step 2: H24 DCTs with military activity

FRA FABEC Step 3: Final goal FRA Volume

Virtual centre

Crystal - Traffic and complexity tool


Switzerland - Zurich

Stripless step 4

Virtual centre

FRA FABEC Step 1: WE DCTs


FRA FABEC Step 2: H24 DCTs with military activity

FRA FABEC Step 3: Final goal FRA Volume

Crystal - Traffic and complexity tool


Turkey - Ankara ACC

AMAN/DMAN at LTBA

CDM at LTBA

Independent parallel runway and new ground infrastructure at LTFJ

New APP control office

New airport in Istanbul (Phase 1)

New interface with neighbouring states for new Istanbul airport

Direct / free route operations above FL290 (stepped implementation)

Upper airspace resectorisation (20 to 25 sectors, above FL235)

Antalya Expo 2016 (April - October 2016)


UK- London ACC

Athletic World Championship

Implementration of TC Airspace Program LAMP 1A


iTEC introduction

Transition to new controller working positions

UK- London TC


Implementation of TC Airspace Program LAMP 1A


Transition to new controller working positions

EFPS

iTEC introduction

UK- Prestwick ACC

iTEC / Common work station

FRA for Upper Airspace

PC Lower Airspace Phase 1




Ukraine - Dnipropetrovsk ACC

Free Route Airspace Implementation

Implementation of ASM (AOM19)

Implementation of tactical flow management and collaborative FPLanning

Ukraine - KYIV ACC



Implementation of collaborative FPLanning

Ukraine - Lviv ACC

New ATM system



Implementation of tactical flow management and collaborative FPLanning

Ukraine - Odesa ACC



Implementation of collaborative FPLanning



28/06/2016

ANNEX 5 – ACC TRAFFIC FORECAST & CAPACITY PLANS

Coordination with ACCs – NOP Process

The Network Operations Plan is developed through a collaborative process established between the Network Manager and all operational stakeholders. The NOP is a consolidation of all network and local capacity plans and provides an outlook of the expected network performance.

In accordance with the requirements set forth in the Regulation on the implementation of ATM network functions, the Network Manager produces capacity requirement profiles for each ACC and provides support to ANSPs to work them into the local capacity plans (currently detailed in the Local Single Sky Implementation Plan). These are consolidated annually into this European Network Operations Plan in a dynamic, interactive and collaborative process. During winter 2015/2016, the Network Management Operations Planning unit had meetings with a large number of ANSPs, during which the ACC capacity plans were finalised and agreed with all ANSPs.

By comparing plans with capacity profile requirements, it can be identified where capacity will be sufficient to accommodate future demand, where there are likely to be problems, and whether European Network capacity and flight efficiency will respond to the SES Performance targets over the period 2016-2019/20.

Each individual ACC annex includes:

1. Traffic forecast table

The 2016-2020 traffic forecast per ACC is derived using NEST from the EUROCONTROL STATFOR 7-Year Forecast – February 2016. The impact of realignment of traffic according to the shortest available routes with generally unconstrained vertical profiles is determined using NEST.

2. Planned Capacity Enhancement Measures

The table comprises a number of different elements as follows:

Measures Planned

The table summarises the planned capacity enhancement measures identified in the local capacity plan. Some capacity enhancement actions are shown over several years as their potential is not limited to one year - the starting year shown is the year the measure is expected to be implemented. The table of measures planned focuses on the Summer season as it is the most demanding period of a year. The measures appearing for each year are the ones that will be put in place before the Summer season.

Significant Events

Significant events are events which may impact capacity during their lifecycle. These events could be of ATM related nature or external to ATM, but impacting ATM network performance.

Max Sectors

This figure indicates the expected evolution of the number of operational sectors in the maximum configuration, i.e. the maximum number of operational sectors that can be opened simultaneously. This figure must take into account not only the ATM system capability, but also the expected availability of air traffic controllers.

Planned Annual Capacity Increase %

The percentage capacity increases provide an assessment of the impact of the individual ACC capacity enhancement measures that are mentioned in the table. The value for each year is the ANSP own assessment of the expected capacity increase compared to the previous year.

Reference Profile Annual % increase

This line shows, for each year, the capacity increase required for the ACC, again compared to the previous year. The reference capacity profile assumes a baseline or medium traffic growth, and distribution of demand over the shortest routes available on the current airspace structure.

For a few ACCs, where there is a significant difference in the level of demand for shortest and current routes, both the Reference and Current Routes Profile are provided, to facilitate flexible local planning. A complete list of ACC capacity profiles is shown at Annex 1.

Difference Capacity Plan v. Reference Profile

This line shows, for each year, the difference between the plan and the reference capacity profile. A negative value indicates a capacity gap.

The cell for each year is colour coded as follows:


28/06/2016

Green no capacity gap,

Yellow gap of between 0% and 3%,

Orange gap of between 3% and 5%,

Red gap of more than 5%.

For the ACCs with a significant difference in the level of demand for shortest and current routes, the comparison has been made between the Plan and the Current Routes Profile.

En-route Delay Target Breakdown (Annual and Summer)

The period 2016 to 2019 covers the second Single European Sky reference period (RP2) of the SESII Performance Regulation.

The annual E.U. en-route network target of 0.5 minutes per flight is translated into seasonal network targets as follows:

0.5 min per flight between 2015-2019 (0.7 min/flight Summer season – 0.3 min/flight Winter season)

From the annual and seasonal Network targets, ACC delay reference values have been calculated, as requested by the Network Air Traffic Management Functions IR and the Performance Scheme IR.

No delay target breakdown has been provided for 2020 as no decision has been taken yet on key performance indicators and targets for RP3.

En-route Delay Forecast (Annual & Summer)

The en-route delay forecast is derived at European Network level and also for individual ACCs with the support of the tools used in the capacity planning process. The delay forecast is based on the capacity plans described in this NOP and the most recent STATFOR traffic forecast (in this case the baseline growth scenario of the EUROCONTROL Seven Year Forecast – February 2016), with demand distributed over the current route network. The delay forecast does not take into account disruptions such as technical failures and industrial actions.

Additional Information

Any additional factors that could influence capacity delivery, including details if available of special events or major project transition plans.

3. Capacity Baseline and Capacity Profile Requirements

This chart shows the agreed ACC capacity baseline for 2014 and 2015, and the following:

o The 2016-2020 current plan

o The reference 2016-2019 capacity profile - assuming STATFOR baseline traffic forecast on shortest routes available on the network, with part of Ukraine, Libya, Iraq, and Syria airspaces closed or not used by the airspace users

o The capacity profile assuming STATFOR high traffic forecast on shortest routes available on the network, with part of Ukraine, Libya, Iraq, and Syria airspaces closed or not used by the airspace users

o The capacity profile assuming STATFOR low traffic forecast on shortest routes available on the network, with part of Ukraine, Libya, Iraq, and Syria airspaces closed or not used by the airspace users

o The capacity profile assuming STATFOR baseline traffic forecast on shortest routes available on the network, with all airspace available.

o The capacity profile assuming STATFOR baseline traffic forecast on current routes

4. Expected Performance

A brief qualitative assessment, made by the Network Manager, of the expected performance of the ACC over the period, including any foreseen problems.


28/06/2016

ALBANIA TIRANA ACC

Traffic forecast

Planned capacity enhancement measures

Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free Route

Airspace Management Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management

Airspace ATS route network improvements

Procedures Reduction of longitudinal separation

Staffing

Technical Stripless system Implementation of

MLAT

Capacity

Significant Events

Max sectors 3/4 ENR* + 1 APP

3/4 ENR* + 1 APP

3/4 ENR* + 1 APP

3/4 ENR* + 1 APP

3/4 ENR* + 1 APP

Planned Annual Capacity Increase 8% 5% 5% 3% 3%

Reference profile Annual % Increase

0% 0% 0% 0% N/A

Current Routes Profile % Increase 8% 1% 3% 3% N/A


7.7% 13.8% 20.0% 23.1% N/A

Annual Reference Value (min) 0.09 0.09 0.10 0.09 N/A

Annual en-route delay forecast (min)

0.04 0.03 0.03 0.03 0.03

Summer reference value (min) 0.13 0.13 0.15 0.14 N/A

Summer en-route delay forecast (min)

0.06 0.05 0.04 0.04 0.04

Additional information * Up to 4 ENR sectors could be open if required, according to traffic levels and availability of controllers after OJT

The delay forecast excludes delays for disruptions such as industrial actions and technical failures.

ACC Growth 2016 2017 2018 2019 2020

H 3.2% 5.5% 11.2% 16.3% 22.5%

B 0.0% 2.6% 4.8% 8.3% 11.6%

L -1.7% -1.0% -1.0% 0.5% 2.9%Tirana


% growth per ACC v. 2015, based on the EUROCONTROL Seven-Year Forecast (February 2016)

Shortest routes: With part of Ukraine, Libya, Iraq and Syria airspaces closed or not used by the airspace users


28/06/2016

Capacity Baseline and Requirements

Expected Performance

No capacity issues are foreseen for Tirana ACC in the coming planning cycle.

2014 2015 2016 2017 2018 2019 2020

2016-2019 Reference Capacity Profile 65 65 65 65

Capacity Profile - Shortest Routes (Open) 65 65 65 65

Capacity Profile - Current Routes 70 71 73 75

Capacity Profile - High 65 65 66 67

Capacity Profile - Low 65 65 65 65

Capacity Baseline 65 65

2016 - 2020 Plan 70 74 78 80 82

20

30

40

50

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LAAACTA - Reference capacity profile and alternative scenarios


28/06/2016

ARMENIA YEREVAN ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Night FRA 24H FRA




Airspace New ATS

route P130 REBLO-ELSIV

Procedures

Staffing

Technical

Capacity

Significant Events

Max sectors 1 1 1 1 1

Planned Annual Capacity Increase Sufficient capacity to meet expected demand

Reference Profile Annual % Increase 0% 0% 0% 0% N/A


Sufficient capacity to meet expected demand N/A


Annual en-route delay forecast (min) 0.00 0.00 0.00 0.00 0.00



0.00 0.00 0.00 0.00 0.00

Additional information


ACC Growth 2016 2017 2018 2019 2020

H -1.0% 4.9% 9.8% 17.6% 27.3%

B -2.5% 0.4% 6.5% 10.2% 14.5%

L -3.5% -2.1% 0.1% 4.3% 8.4%Yerevan

Shortest Routes: No significant impact




28/06/2016



No problems are foreseen for Yerevan ACC in the coming planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 40 40 40 40 40

0

5

10

15

20

25

30

35

40

45

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UDDDCTA - Reference capacity profile and alternative scenarios


28/06/2016

AUSTRIA VIENNA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

DCTs H24/7 165+ in parallel ops with

ATS routes Cross border

DCTs FAB intern & with adjacent ACCs where

possible

November 2016 SAXFRA

Stepwise increase of FAB CE wide cross border FRA applications

full FAB CE wide cross border application of DCT/FRA H24


ASM

Airport & TMA Network Integration AMAN LOWW

Cooperative Traffic Management Improved ATFCM techniques, including STAM

Airspace

Enhanced sectorisation according to the FAB CE Airspace Plan

Stepped improved sectorisation according to on-going projects

Procedures Improved operational procedures including FMP/AMC

Staffing Recruitment to maintain staff level

Technical

Capacity Additional sectors as required, depending on traffic demand levels

Significant Events

Max sectors 14 14 14 14 15




Difference Capacity Plan v. Current Routes Profile

+3.9% +4.8% +5.1% +5.9% N/A





0.31 0.27 0.21 0.21 0.19

Additional information Capacity planning ACC Vienna is based on C/R. In case the political or financial situation changes, they are prepared to cope with an expected traffic increase on the shortest route


ACC Growth 2016 2017 2018 2019 2020

H 2.4% 5.9% 11.3% 16.0% 21.5%

B 0.8% 3.2% 5.5% 8.3% 11.4%

L -1.1% 0.1% 0.3% 1.4% 2.4%Vienna





28/06/2016



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

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 204 210 216 222 229

140

160

180

200

220

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260

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LOVVCTA - Reference capacity profile and alternative scenarios


28/06/2016

AZERBAIJAN BAKU ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Airspace ATS route network optimisation - an on-going process in co-operation with neighboring States

Procedures

Staffing

Technical

Capacity

Significant Events

Max sectors 5 + 3APP 5 + 3APP 5 + 3APP 5 + 3APP 5 + 3APP


Reference profile Annual % Increase 0% 0% 0% 0% N/A







0.00 0.00 0.00 0.00 0.00



ACC Growth 2016 2017 2018 2019 2020

H 2.4% 7.6% 15.7% 23.2% 31.0%

B 1.2% 6.2% 10.3% 16.1% 21.5%

L 0.5% 3.5% 6.8% 10.0% 13.4%Baku





28/06/2016



No problems are foreseen for Azerbaijan during the current planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 65 65 65 65 65

0

10

20

30

40

50

60

70

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UBBACTA - Reference capacity profile and alternative scenarios


28/06/2016

BELGIUM BRUSSELS ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace


Civ/Mil AMC Cell Enhanced Civ/Mil ASM procedures

Improved use of the route network as a result of FUA enhancement

Airport & TMA Network Integration FABEC XMAN

Step 1 FABEC XMAN Step 2

Cooperative Traffic Management Enhancement of ATFCM procedures, including STAM

Use of

occupancy counts

Airspace

Procedures Implementation of DCTs below

FL245

Staffing New ATCOs to maintain level of

staffing

Technical Minor upgrades

of CANAC2 system

Capacity Reassessment of sector capacities

following CAPAN

Significant Events

Max sectors 6/7 6/7 6/7 6/7 6/7









0.08 0.10 0.13 0.17 0.18



ACC Growth 2016 2017 2018 2019 2020

H 4.6% 7.9% 12.0% 13.9% 16.2%

B 3.5% 5.5% 7.7% 9.9% 12.2%

L 2.5% 3.5% 3.4% 4.5% 5.4%Brussels





28/06/2016



No capacity problems are foreseen for Brussels ACC during the planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 135 138 139 139 139

100

105

110

115

120

125

130

135

140

145

Cap

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EBBUCTA - Reference capacity profile and alternative scenarios


28/06/2016

BOSNIA & HERZEGOVINA B&H ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Further cross-border FRA evolutions



Cooperative Traffic Management Enhanced ATFM techniques, including STAM

Airspace Changes of areas of responsibility between Zagreb,

Beograd and BH ACCs (Phase 2 BHANSA). New ATCC sectorization.

Procedures New procedures shall be developed after FRA RTS and System upgrade

Staffing New ATCOs

Technical Minor upgrades to the system

Capacity CAPAN study needed to determine

sector capacity

Significant Events BH ACC

For the airspace above FL325, a detailed transition plan will be developed with CCL and SMATSA with cooperation of NM

Max sectors 2 2 2 N/A (Depends on

the new ATCC sectorization)

N/A Depends on the new ATCC sectorization)

Max Conf 2 2 2 N/A (Depends on

the new ATCC sectorization)

N/A (Depends on the new ATCC sectorization)

Planned Annual Capacity Increase Sufficient capacity to meet demand



Sufficient capacity to meet demand N/A





0.00 0.00 0.00 0.00 0.00



ACC Growth 2016 2017 2018 2019 2020

H -1.9% -0.1% 3.8% 10.3% 21.7%

B -3.1% -1.4% 0.2% 1.8% 4.3%

L -4.7% -3.6% -2.6% -2.4% -0.4%B & H





28/06/2016



No capacity problems are foreseen for B&H ACC throughout the current planning cycle.

2014 2015 2016 2017 2018 2019 2020






Capacity Baseline 25

2016 - 2020 Plan 25 26 26 27 27

0

5

10

15

20

25

30

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LQSBCTA - Reference capacity profile and alternative scenarios


28/06/2016

BULGARIA SOFIA ACC

Traffic forecast

Planned capacity enhancement measures Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Stepped implementation of full FRA


Gradual implementation of AFUA functionalities


ASMGCS at Sofia airport

RNAV procedures with vertical guidance

at Bulgarian airports

LNAV

Procedures at Bulgarian airports

Cooperative Traffic Management Improved ATFCM, including use of occupancy counts and STAM

Implementation of Traffic Complexity Tool

Airspace

ATS route network development

New airspace structure in the western part of

Black sea

Airspace changes at the interface with Turkey resulting from the implementation of the Istanbul new airport and of

the second runway at Sabiha Gökçen airport

Additional sector layers

Procedures

Staffing

Cross sector training

Additional ATCOs

Increase of simulator training

capabilities

Technical

New back-up Ops system

Back-up VCS

New VORs/DMEs

New Ground-Air Radios

Surveillance Data Distribution System, WAM

and ADS-B

ATM System Upgrade including CPDLC

functionalities

Modernisation of en-route radar

Capacity Gradual increase of maximum sector configurations available up to 18 sectors

Significant Events

Training for new airspace

structure (March 2016)

Independent parallel runway and new ground infrastructure at Sabiha Gökçen

New airport in Istanbul

ACC Growth 2016 2017 2018 2019 2020

H 3.4% 7.9% 13.6% 18.6% 24.5%

B 1.9% 5.2% 8.1% 11.3% 14.9%

L 0.5% 2.4% 3.8% 5.3% 6.7%Sofia





28/06/2016

2016 2017 2018 2019 2020

Max sectors 12* 14* 18* 18* 18*





1.5% 5.0% 7.4% 9.2% N/A





0.04 0.05 0.03 0.02 0.02

Additional information * According to the traffic demand and ATCO availability




No problems are foreseen for Sofia ACC during the planning cycle. The plan is in line with the current routes capacity requirement.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 201 209 217 226 235

120

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LBSRACC - Reference capacity profile and alternative scenarios


28/06/2016

CROATIA ZAGREB ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

Further cross-border FRA evolutions

Full FRA at

FABCE


LARA (end 2015)

AMC – rational use of ASM

CDM MIL-CCL

Airport & TMA Network Integration Integration of TMAs in the network through the implementation of the FABCE

concept of seamless operations for the TMAs within Zagreb FIR

Cooperative Traffic Management Enhanced ATFM techniques (STAM Phase I) Enhanced ATFM techniques (STAM

Phase II)

Airspace


Further optimisation of ATS route network

Changes of areas of responsibility between Zagreb and BH

ACCs (Phase 2 BHANSA)

Long Range DCTs (FRD) CROSS BORDER evolution

Procedures Datalink

operations

Staffing Optimization of manpower planning

Additional ATCOs as required (~6 per year)

Technical COOPANS

upgrade J-HMI

Capacity

Full dynamic DFL management consideration

Re-assessment of sector

capacities according to new

CAPAN study

Improved sector opening times

Significant Events BH ACCs

For the airspace above FL325, a detailed transition plan will be developed

Max sectors 10 11 12 12 12





3.6% 4.9% 4.8% 5.3% N/A





0.36 0.32 0.30 0.29 0.29




ACC Growth 2016 2017 2018 2019 2020

H 3.1% 6.6% 12.5% 17.1% 23.3%

B 1.1% 3.5% 6.0% 9.2% 12.4%

L -1.3% -0.3% 0.2% 1.3% 3.0%Zagreb





28/06/2016


Continuous improvements are planned, and the performance should remain close to the delay breakdown during the planning period.

BHANSA phase 2 might impact performance, and a transition plan should be developed well in advance with NM and impacted ACCs.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 145 149 153 158 163

100

110

120

130

140

150

160

170

Cap

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LDZOCTA - Reference capacity profile and alternative scenarios


28/06/2016

CYPRUS NICOSIA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

Application of FRA +FL285 for

specific N/X points

Multiple N/X points with intermediate points

Establishment of DCT routes with LGGG

Establishment of specific DCT routes with

BEIRUT and CAIRO



Cooperative Traffic Management* Improved ATFCM, including STAM

Airspace

Continuous improvement of ATS route network

New SIDs and STARs LCPH

New Cyprus

TMA implementation

Redesign of lower airspace

Procedures

Reduce Nicosia FIR separation

standard from 10 to 5 NM

Staffing 7 additional

ATCOs 7 additional

ATCOs 12 additional

ATCOs

Technical

Implementation of Approach

Radar function at LCLK and

LCPH airports

Approach Radar

Unit

Datalink

OLDI with Egypt

Capacity

More flexibility in sector configuration openings

Improve Civil-Military cooperation in the South-East part of the FIR

Operation of a 6th en-route sector during peaks

Operation of a 6th en-route sector

Revision of sector capacities

Significant Events

Transition to the new ACC

Operation of corporatized

ANSP

Max sectors 5/6 5/6 6 6 6




-18.6% -17.8% -13.2% -13.8% N/A





2.41 1.79 0.73 0.71 0.73

Additional information The transition to the new ACC is expected to be initiated during the second half of 2016.


ACC Growth 2016 2017 2018 2019 2020

H 2.4% 7.4% 15.0% 23.7% 32.9%

B 0.5% 3.6% 8.1% 12.7% 18.1%

L -1.3% 0.6% 2.3% 4.8% 7.7%Nicosia





28/06/2016



Significant improvements are planned which are expected to provide capacity gains. However, they are not yet fully factored and, as a result, the current NOP will show a capacity gap in Cyprus for the full planning period. This is linked to the uncertainty on the outcome of the implementation of the plan in the initial part of the planning period. Moreover the plan is heavily sensitive to the crisis situation in the region around Cyprus.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 57 60 66 69 72

0

10

20

30

40

50

60

70

80

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100

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LCCCCTA - Reference capacity profile and alternative scenarios


28/06/2016

CZECH REPUBLIC PRAGUE ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Stepped implementation of FRA FRA Cont.



Cooperative Traffic Management Improved flow and capacity management techniques, including STAM

Airspace

Improved ATS route network Improved ATS route network


Enhanced

sectorisation cont.

Procedures CPDLC

Staffing Additional controllers Additional ATCOs

Technical

Minor improvements of

system functionalities

Datalink Implementation of

a new system

Capacity Adaptation of sector opening times depending on available staff

Significant Events

Reconstruction of the OPS room and implementation of the new ATM system

Training for the

new system

Max sectors 9/10 9/10 9/10 9/10 10/11





1.7% 0.0% -2.2% -3.9% N/A





0.05 0.12 0.18 0.29 0.29

Additional information From 2017 the OPS room will be split into two parts with the maximum number of 10 sectors available for the current ATM system. The migration to the new system is planned for 2018/19. The capacity availability throughout the project lifecycle will be subject the transition planning process.


ACC Growth 2016 2017 2018 2019 2020

H 4.4% 9.2% 15.2% 20.2% 25.9%

B 2.6% 6.3% 8.8% 11.1% 14.8%

L 1.3% 2.9% 3.4% 4.9% 6.1%Prague





28/06/2016


Expected Performance A capacity gap may be expected at Prague ACC in 2018 and 2019. This is resulting from the preparations required for the implementation of the new ATM system (expected in 2018/19).

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 179 179 179 179 183

120

130

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160

170

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190

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LKAAACC - Reference capacity profile and alternative scenarios


28/06/2016

DENMARK COPENHAGEN ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Possible alignment with FRA within NEFAB


Optimizing the use of FRA when military areas are active

Airport & TMA Network Integration A – CDM at

EKCH

Cooperative Traffic Management Improved ATFCM, working with occupancy counts

Airspace

Continuous improvements on the ATS route network

Upgrade CDR2s to CDR1s

Procedures OLDI

extension to field 15 FPL

Staffing Maintain appropriate level of staffing to open up to 8 sectors

Technical Minor updates of COOPANS

Capacity Sector configurations adapted to traffic demand

Significant Events

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

Planned Annual Capacity increase 2% 2% 2% 2% 2%



1.6% 2.3% 3.0% 3.0% N/A





0.10 0.05 0.04 0.03 0.05



ACC Growth 2016 2017 2018 2019 2020

H 4.2% 7.1% 10.5% 13.4% 18.1%

B 2.9% 4.2% 6.4% 8.2% 10.2%

L 2.0% 2.0% 2.4% 2.8% 3.6%Copenhagen





28/06/2016



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

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 130 133 136 139 142

50

60

70

80

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EKDKCTA - Reference capacity profile and alternative scenarios


28/06/2016

ESTONIA TALLINN ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace NEFRA




Airspace Cross-border sectorisation Estonia,

Finland, Latvia (NEFAB)

Procedures

SYSCO –full OLDI with Latvia, Sweden

LARA implementatio

n DLK/CPDLC

Staffing Additional staff and controller

rating

Technical

Capacity

Adaptation of sector opening times

Significant Events

Max sectors 3

(+1 FEEDER) 3

(+1 FEEDER) 3

(+1 FEEDER) 3

(+1 FEEDER) 3

(+1 FEEDER)









0.03 0.03 0.03 0.03 0.03



ACC Growth 2016 2017 2018 2019 2020

H 2.5% 6.5% 12.8% 17.7% 23.3%

B 0.9% 3.5% 6.6% 9.7% 12.9%

L -0.4% 0.7% 1.7% 3.3% 4.8%Tallinn





28/06/2016



To ensure the required delivery of capacity in the medium-term, Estonian ANS is reviewing: creation and deployment of an additional sector (in case en-route capacity does not meet the demand any more) after 2015; implementation of additional OLDI functions with adjacent FIRs; organising cross-border sectorisation within NEFAB airspace; implementation of the DLK/CPDLC , NEFRA and LARA.


28/06/2016

EUROCONTROL MAASTRICHT UAC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace FABEC FRA Step

1: WE DCTs

FABEC FRA Step 2: H24 DCTs with

military activity

FABEC FRA Step 3: Final

goal FRA Volume


Initial FUA Implementation above FL365


Cooperative Traffic Management Improved ATFCM including STAM

ATC2ATM Program

Airspace Brussels UIR DFL

Change

Brussels UIR 3rd

Layer

FABEC

ATFCM/ASM Step 2 : CDM

procedures

Procedures Advanced tactical ATFCM measures

Staffing Cross training of ATCOs

Technical

iFMP (integrated Flow Management Position)

NVCS

SRAT (Super Role Allocation Tool)

RDFS

Capacity Stepped implementation of XMAN (possible negative impact on capacity)

Significant Events

Max sectors 20 20 20 20 20




-2.4% -1.7% -1.4% -0.6% N/A





0.57 0.38 0.27 0.22 0.29

Additional information The potential benefit of an implementation of a Brussels Sector Group 3

rd layer is being evaluated. If

found feasible the actual implementation will take place in 2017.


ACC Growth 2016 2017 2018 2019 2020

H 3.5% 7.1% 11.1% 14.5% 19.0%

B 2.4% 4.9% 7.2% 9.2% 11.7%

L 1.4% 2.5% 3.2% 4.5% 5.6%Maastricht





28/06/2016



MUAC could still be challenged by changes in the traffic patterns resulting in higher traffic growth at Sector Group level. Moreover the capacity gains linked to some FABEC airspace projects are not likely to be delivered in the planning period.

As a consequence an initial capacity gap is foreseen but is expected to close towards the end of the planning period thanks to the other planned initiatives

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 328 338 348 358 365

220

240

260

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300

320

340

360

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400

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EDYYUAC - Reference capacity profile and alternative scenarios


28/06/2016

FINLAND TAMPERE ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace NEFRA phase2

(ES and EK to join)




Airspace

Procedures CPDLC

Staffing Maintain number of controllers

Technical

Capacity

Significant Events

Partial move of ACC functions to

new ACC at EFHK (10ATCOs)

Partial move of ACC functions to

new ACC at EFHK

(10ATCOs)

Possible complete move of ACC to EFHK

to be decided

Max sectors 13 13 13 13 13

Max Conf 6 6 6 6 6









0.04 0.04 0.04 0.04 0.04



ACC Growth 2016 2017 2018 2019 2020

H 3.3% 4.8% 7.3% 10.6% 14.5%

B 2.3% 3.3% 4.3% 5.2% 6.7%

L 1.3% 0.7% 0.6% 0.8% 1.5%Tampere





28/06/2016



No problems are foreseen for Tampere ACC during the planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 58 58 58 58 58

0

10

20

30

40

50

60

70

Cap

acit

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mo

vem

en

ts p

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EFINCTA - Reference capacity profile and alternative scenarios


28/06/2016

FRANCE BORDEAUX ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

FABEC FRA Step 1 : WE DCTs


FABEC FRA Step 3: Final goal FRA

Volume


Improved Airspace Management / FUA

“New TSA 6”

(more dynamic ASM)




Improved ATFCM Procedures and STAM

CDM processes and procedures


Airspace 5

th layer in some

sectors “New TSA 6” ESSO project

Change of DFL between upper

and lower airspace

Procedures

Staffing Staff deployment / Flexible rostering

Technical ERATO

(stripless, MTCD)

Capacity Re-evaluation of sector capacities

Significant Events Training 4Flight

Max sectors 21 UCESO 21 UCESO 21 UCESO 21 UCESO 20 UCESO




-3.4% -5.1% -3.6% 0.4% N/A





0.63 0.78 0.53 0.20 0.18



ACC Growth 2016 2017 2018 2019 2020

H 4.7% 8.0% 12.1% 15.5% 20.0%

B 3.3% 4.9% 6.3% 8.7% 11.2%

L 1.8% 2.2% 1.8% 2.6% 3.1%Bordeaux





28/06/2016



A capacity gap is expected in the first two-three years due to the training and implementation of ERATO. No capacity gap is expected for the rest of the planning period.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 203 205 213 226 231

120

140

160

180

200

220

240

260

Cap

acit

y p

rofi

le (

mo

vem

en

ts p

er

ho

ur)

LFBBCTA - Reference capacity profile and alternative scenarios


28/06/2016

FRANCE BREST ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Volume


Improved airspace management / FUA

“New TSA 6”

(more dynamic ASM)





CDM processes and procedures


Airspace

Reorganisation of airspace below

FL145 (1st step)

Reorganisation of airspace

below FL145 (2

nd & final step)

Revised NAT / Brest interface

“New TSA 6”

Procedures New transition

altitude in UK/IE FAB

Staffing Staff redeployment / flexible rostering

Technical

ERATO (stripless, MTCD)

Capacity Re-evaluation of sector capacities

Significant Events Training 4Flight





-8.7% -6.7% -3.5% -3.9% N/A





2.01 1.51 0.96 0.93 1.39



ACC Growth 2016 2017 2018 2019 2020

H 6.6% 10.4% 15.0% 18.5% 22.7%

B 5.2% 7.4% 9.6% 12.2% 14.6%

L 3.8% 4.8% 4.8% 5.6% 6.2%Brest





28/06/2016



The current capacity gap may continue until 2019. Additional investigations will be made to address a balance between demand and capacity, especially on the weekends.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 200 208 220 224 226

150

170

190

210

230

250

270

Cap

acit

y p

rofi

le (

mo

vem

en

ts p

er

ho

ur)

LFRRACC - Reference capacity profile and alternative scenarios


28/06/2016

FRANCE MARSEILLE ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Volume





Cooperative Traffic Management Improved ATFM procedures and STAM

CDM Processes and procedures


Airspace

Reorganisation of interface with LECB (LUMAS)

Phase 2

Reorganisation of lower airspace and delegation of ATS to APP

units below FL145

Creation of 4th

layer (East)

Full Provence project

Procedures


Technical 4flight (new ATM

system) implementation

Capacity

Significant Events Training for 4Flight (Autumn 2017 to

end 2018)





-2.0% -2.3% -4.2% -2.6% N/A





0.24 0.27 0.71 0.54 0.24




ACC Growth 2016 2017 2018 2019 2020

H 3.7% 6.9% 12.2% 16.5% 21.6%

B 2.3% 4.0% 6.1% 8.6% 11.3%

L 0.8% 1.4% 1.4% 2.0% 2.7%Marseille





28/06/2016


The capacity will be aligned with the network requirements for RP2. Some gaps might appear due to the preparations for the implementation of the new ATM system.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 247 252 252 262 278

150

170

190

210

230

250

270

290

310

Cap

acit

y p

rofi

le (

mo

vem

en

ts p

er

ho

ur)

LFMMACC - Reference capacity profile and alternative scenarios


28/06/2016

FRANCE PARIS ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Volume



Bilini trial (until spring 2016)


Airport & TMA Network Integration Point Merge NE


Improved ATFCM procedures and STAM / GF project*

iStream



Airspace

Point Merge NE

Reorganisation of lower airspace and delegation of ATS to APP units below

FL145 (for relevant airspace)




Technical 4flight (new

ATM system) implementation

Capacity

Significant Events Training for 4Flight (autumn 2018 to

end 2019)





2.2% 3.3% 5.4% 5.4% N/A





0.08 0.09 0.09 0.08 0.08

Additional information *GF project: Management of flows for Paris TMA and LFPG (Roissy CDG)


ACC Growth 2016 2017 2018 2019 2020

H 2.5% 4.9% 8.3% 10.5% 13.8%

B 1.3% 2.2% 3.4% 5.4% 7.4%

L 0.1% -0.2% -1.0% -0.3% 0.3%Paris





28/06/2016



No capacity gap is foreseen for Paris ACC in the current planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 282 285 291 291 294

100

150

200

250

300

350

Cap

acit

y p

rofi

le (

mo

vem

en

ts p

er

ho

ur)

LFFFACC - Reference capacity profile and alternative scenarios


28/06/2016

FRANCE REIMS ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace FABEC FRA Step 1 : WE DCTs



Volume




Airport & TMA Network Integration FABEC XMAN Step 1: Basic

FABEC XMAN

Step 2: Advanced


Improved ATFCM procedures and STAM



Airspace

IRP 2013 follow-

up & optimisation

Reorganisation of lower airspace ELLX interface

Reorganisation of group of

sectors R and N

Improvement of Reims /

Strasbourg interface




Technical 4flight (new ATM

system) implementation

Capacity

Significant Events Training for 4Flight (Autumn 2017 to

end 2018)





-9.4% -7.0% -9.5% -8.0% N/A





0.95 0.64 1.18 0.76 0.33



ACC Growth 2016 2017 2018 2019 2020

H 4.1% 7.2% 11.6% 15.0% 18.9%

B 2.8% 4.5% 7.0% 9.2% 11.4%

L 1.3% 2.0% 2.3% 3.0% 3.7%Reims





28/06/2016



Based on the current capacity plan, there will be a capacity gap for the full planning period.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 192 200 200 208 220

120

140

160

180

200

220

240

260

Cap

acit

y p

rofi

le (

mo

vem

en

ts p

er

ho

ur)

LFEEACC - Reference capacity profile and alternative scenarios


28/06/2016 298

FYROM SKOPJE ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020


June 2016




Airspace

Procedures

Staffing

Technical New ATM

system

Capacity Dynamic DFL

Significant Events




Current Routes Profile % Increase 1.7% 0% 0% 3.3% N/A


13.3% 20.0% 24.1% 25.3% N/A





0.21 0.08 0.05 0.05 0.04

Additional information New system: The implementation of the new ATM system is planned for 2018. Additional capacity increase of at least 10% is planned.


ACC Growth 2016 2017 2018 2019 2020

H 5.8% 9.7% 16.3% 21.6% 29.1%

B 3.2% 6.4% 9.2% 12.5% 16.6%

L 0.2% 2.1% 2.6% 4.4% 6.6%Skopje





28/06/2016 299



The implementation of the new system (planned for 2017) will allow fully dynamic changing of DFL. The new functionalities provided by the new system will allow an increase of the overall capacity of approximately 10%.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 68 75 79 83 87

30

40

50

60

70

80

90

Cap

acit

y p

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le (

mo

vem

en

ts p

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ho

ur)

LWSSCTA - Reference capacity profile and alternative scenarios

A capacity gap could be expected at the beginning of the planning period if traffic continues to grow in line with the reference scenario hypothesis. However the likelihood of this scenario is linked to the impact of fuel prices and ATC service costs on airspace user’s route choices. The actual traffic evolution for 2016 may be closer to the current routes scenario.

In order to further decrease the possible capacity gap as early as possible, stricter management of human resources will be applied in 2016, allowing further extension of the utilisation periods of the maximum 3-sector configuration.

In relation to the dynamic changing of DFL between sectors, the current system capabilities are very limited as they allow selecting the DFL between Lower/Upper from two predefined values only. However, even the current implementation with switching the DFL between FL345 and FL365 is beneficial for the optimization of the sectorisation.

The combined effects of human resources planning and selectable DFL between Lower/Upper sectors will allow an increase of the capacity in 2016 of approximately 15%.


28/06/2016 300

GEORGIA TBILISI ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace FRAG concept

approval

Further implementation of FRAG


Implementing and rational use of ASM CDM MIL



Implement ATFCM measures and improve FMP issues

Improved ATFCM

Enhanced ATFM techniques through

cooperative traffic management

Airspace

Further optimisation and implementation of ATS route network

Reorganisation of lower and upper

airspace

Implementation of 3rd lateral

sector

Procedures

finalization OLDI connection with adjacent units

ATS contingency plan approval

Conversion of lower airspace to

RNAV5

Implementation of RNAV1 (GNSS) for SID/STAR’s

Implementation of APV LNAV/VNAV (including LNAV-only minima) at all

instrument runway ends as a backup for ILS precision approaches

Staffing

Optimization of manpower planning

Additional Staff recruitment to cope

demand

Technical Technical implementation of new ATS

system Transfer to new

ATS system

Capacity Traffic Management Improvements

Significant Events





Sufficient capacity to meet expected demand





0.00 0.00 0.00 0.00 0.00



ACC Growth 2016 2017 2018 2019 2020

H 0.1% 5.7% 13.6% 20.8% 29.6%

B -1.2% 3.4% 7.7% 12.5% 18.3%

L -1.8% 0.3% 3.6% 7.1% 10.4%Tbilisi





28/06/2016 301



No problems are foreseen for Tbilisi ACC in the coming planning cycle.

2014 2015 2016 2017 2018 2019 2020






2016 - 2020 Plan 50 54 58 62 62


0

10

20

30

40

50

60

70

Cap

acit

y p

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le (

mo

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UGGGCTA - Reference capacity profile and alternative scenarios


28/06/2016 302

GERMANY BREMEN ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace


FABEC ATFCM/ASM Step 2 : CDM procedures

(2017)



Airspace

New airspace structure for new airport Berlin BER (2017-2018)

Development of new airspace structure

ACC Bremen (2017/2018)

Procedures

Staffing

Technical iCAS-System Bremen ACC

(Winter 2019/2020)

Capacity

Training and

Transition for iCAS

Training and Transition for

Implementation airport BER

Significant Events

ILA Berlin 06/2016

ILA Berlin ILA Berlin

Military exercise 10/2016

New Berlin airport BER (expansion of Schönefeld) and closure of Berlin

Tegel (2017-2018)

Max sectors 16+4

(Ops Config 14+4)

16+4 (Ops Config

14+4)

16+4 (Ops Config

14+4)

16+4 (Ops Config 14+4)

16+4 (Ops Config

14+4)




0.0% 0.0% 0.0% -0.7% N/A





0.06 0.09 0.07 0.06 0.08

Additional information Planned Capacity baseline 2016: 151 entries/hour (0%)

Only 14 en-route sectors and 4 APP sectors will be opened during the whole year. The sectors EIDER EAST and MÜRITZ LOW are planned for special conditions.


ACC Growth 2016 2017 2018 2019 2020

H 5.0% 7.6% 9.9% 12.4% 15.1%

B 3.5% 5.5% 4.7% 5.9% 7.7%

L 2.3% 2.8% 2.4% 5.1% 5.5%Bremen





28/06/2016 303



Due to the planned implementation of projects (e.g. commissioning of the new Berlin Airport) in the period 2017-2018, limited ATFM delays may occur during the respective training and transition phase.

Therefore it is expected that the Average ATFM Delay en-route per Movement could be slightly above the reference delay value in the period 2017-2018.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 151 151 151 151 154

120

125

130

135

140

145

150

155

160

Cap

acit

y p

rofi

le (

mo

vem

en

ts p

er

ho

ur)

EDWWACC - Reference capacity profile and alternative scenarios


28/06/2016 304

GERMANY LANGEN ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace


FABEC ATFCM/ASM Step 2 : CDM

procedures (2017)

Airport & TMA Network Integration FABEC XMAN Step

1 : Basic (2016)

AMAN NRW [CMAN]

ARR DUS, CGN, etc. (open)

FABEC XMAN Step 2 : Advanced (2018)


Airspace New sector families concept step by step

(2017/2018)

Implementation MOSEL Sector

(2019)

Optimization airspace structure airport

Frankfurt (2020)

Procedures

Staffing New Sector families concept step by step

(2017/2018)

Technical

New P2-System Langen ACC (12./13.2015)

Upgrade of P2/ATCAS system

(PSS) EBG 07

(May 2016)

Upgrade of P2/ATCAS system

(PSS) EBG 10 (Dec 2016)

EBG 01 (Nov. 2017)

Capacity

Transition of P2 System / Training and Transition of

South-East and PSS / EBG 07 /EBG 10

Training and Transition of PSS

/ EBG 01

Training and Transition of MOSEL

sector

New Sector families concept step by step

(2017/2018)

Significant Events

Max sectors 23+13

(Ops Config 23+12)

23+13

(Ops Config 23+12)

23+13

(Ops Config 23+12)

23+14

(Ops Config 23+13)

23+14

(Ops Config 23+13)




0.0% 0.4% 1.5% 1.5% N/A





0.16 0.16 0.16 0.16 0.16


Planned Capacity baseline 2016: 260 entries/hour (0 %)

The new P2 system was implemented in December 2015. A reduction of capacity by 20% is applied during the first 14 days after the implementation. The adaption of sector capacity will be done after this dynamically.

During the training and transition period of PSS in EBG07 and 10 beginning 5 month before the implementation no capacity reduction is expected, but staffing shortages may occur. A reduction of capacity by 20% will be applied during operational weekends and in the first 14 days after the PSS implementation. The adaption of sector capacity will be done after this dynamically.


ACC Growth 2016 2017 2018 2019 2020

H 2.8% 5.2% 8.8% 11.6% 14.6%

B 1.7% 3.0% 4.3% 6.2% 8.0%

L 0.3% 0.8% 0.4% 1.0% 1.6%Langen





28/06/2016 305



Due to the planned implementation of projects (e.g. Implementation P2 system, PSS) in the period 2016-2018, limited ATFM delays may occur during the respective training and transition phases.

The increase of staff has contributed significantly to improve the capacity. No capacity constraints are expected in the planning period 2016-2020 due to staff shortages.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 260 261 264 264 274

150

170

190

210

230

250

270

290

Cap

acit

y p

rofi

le (

mo

vem

en

ts p

er

ho

ur)

EDGGACC - Reference capacity profile and alternative scenarios


28/06/2016 306

GERMANY KARLSRUHE UAC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace FABEC FRA Step 1:

WE DCTs (2016)

FABEC FRA Step 2: H24 DCTs with

military activity (2017)


goal FRA Volume (2019)


Testing extension ED R307 (EUFI) (2016)


procedures (2017)

Airport & TMA Network Integration FABEC XMAN Step 1 :

Basic (2016)

AMAN NRW [CMAN]

ARR DUS, CGN, etc. (open)

FABEC XMAN Step 2 : Advanced

(2018)


Airspace

Optimised Descent Profiles/ ODP (2016)

Split of NATTENHEIM 4- sector levels

(04/2016)

Implementation MOSEL Sector

(2019)

Procedures

Staffing

Technical New ATS System iCAS KAR

replacement VAFORIT by iCAS (2016/2017)

Capacity

Training and Transition iCAS (08/2016-02/2017)

Training and Transition of

MOSEL sector

Training and Transition New Berlin Brandenburg Int. BER (2017-2018)

Significant Events

Max sectors 43

(Ops Config 39) 43

(Ops Config 39) 43

(Ops Config 39) 43

(Ops Config 39)

43 (Ops Config

39)




0.3% -0.5% 2.6% 4.1% N/A





0.20 0.22 0.15 0.15 0.19


Planned Capacity baseline 2016: 364 entries/hour (2%)

The commissioning of the new iCAS system is planned in December 2016 in Karlsruhe UAC.

During the training period beginning 5 month before the implementation no capacity reduction is expected, but staffing shortages may occur

A reduction of capacity starts at 20% in operational weekends and in the first 14 days after the implementation. The adaption of sector capacity will be done after this time dynamically.

Cross training in sector family South is ongoing – staffing delay can occur.


ACC Growth 2016 2017 2018 2019 2020

H 3.1% 7.0% 12.1% 16.4% 21.4%

B 1.8% 4.4% 6.9% 9.3% 12.2%

L 0.4% 1.6% 2.2% 3.8% 4.8%Karlsruhe





28/06/2016 307



Due to the planned implementation of projects (e.g. New iCAS system) in the period 2016-2017, limited ATFM delays may occur during the respective training and transition phase.

The Average ATFM Delay en-route per Movement will be close to the reference value after the implementation of the new ATS system iCAS. The capacity increase will be continuous in the planning period.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 364 371 393 407 407

300

320

340

360

380

400

420

Cap

acit

y p

rofi

le (

mo

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ur)

EDUUUAC - Reference capacity profile and alternative scenarios


28/06/2016 308

GERMANY MUNICH ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace



procedures (2017)

Airport & TMA Network Integration FABEC XMAN Step 1 : Basic

(2016)


Airspace

Procedures

Staffing Integration EBG North+South to EBG West (INSEL) (End of 2020)

Technical

P1-HW upgrade ATS system P2i during ongoing

operation (03-06/2016)

Implementation iCAS Munich

(Winter 2020/2021)

Capacity Training and Transition of iCAS System

Significant Events

Max sectors 17+4

(Ops Config 14+4) 17+4



(Ops Config 14+4)

17+4 (Ops Config

14+4)




1% 1% 1% 1% N/A





0.06 0.06 0.06 0.07 0.07

Additional information Planned Capacity baseline 2016: 250 entries/hour (0%)

P1-HW upgrade ATS system P2i during ongoing operation - no capacity reduction is expected.


ACC Growth 2016 2017 2018 2019 2020

H 3.0% 5.7% 9.7% 12.7% 16.4%

B 1.9% 3.6% 4.6% 6.3% 8.6%

L 0.5% 1.2% 1.2% 2.8% 3.2%Munchen





28/06/2016 309



The Average ATFM Delay en-route per Movement is expected to be better than the reference value during planning period 2016-2020.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 253 256 256 256 256

200

210

220

230

240

250

260

Cap

acit

y p

rofi

le (

mo

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en

ts p

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ho

ur)

EDMMACC - Reference capacity profile and alternative scenarios


28/06/2016 310

GREECE ATHENS ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Night DCTs

/ FRA Stepped implementation of FRA


Improved civil/military coordination


PBN procedures implemented at 4 airports (Kerkira,

Heraklion, Santorini, Mikonos)

DMAN Integration PBN/SBAS procedures

(Thessaloniki, Kos, Ioannina, Mytilene)

Cooperative Traffic Management Improved ATFCM, including STAM

Airspace

Improved ATS route network and airspace management


Procedures

Staffing Reduction in

number ATCOs

Additional ATCOs (numbers to be further confirmed)

Technical

FPL 2012 Upgrade ATM system

upgrade

New ATM System

3 additional OLDI messages for silent radar

transfers New VCS

Mode S

Capacity

Significant Events

Max sectors 7/8 7/8 7/8 8/9 8/9




-2.8% -2.1% -2.7% 0% N/A





0.73 0.47 0.5 0.26 0.26


As a result of the reopening of the KFOR sector, of the crisis situation around Greece, more sectors are required in both Makedonia and Athens ACCs. The above increased number of sectors, is feasible on conditions that:

1. The recruitment of at least 32 ATCOs will be gradually achieved 2. A recruitment policy will be in place as a permanent solution 3. An incentive mechanism will be implemented, in order for the existing ATCOs to offer extra

working hours in the near future – 2016/2017 The new ATM system will be in place on time


ACC Growth 2016 2017 2018 2019 2020

H 4.6% 7.9% 13.5% 19.5% 27.2%

B 2.4% 4.4% 7.1% 10.7% 14.9%

L 0.5% 1.4% 1.7% 3.2% 5.4%Athens





28/06/2016 311



The main reasons for shortfalls in the Greek ANS system are the economic and social problems prevailing in Greece in the recent years. A new Action Plan has been signed with the Greek Authorities that will address the main operational and technical developments required to achieve the European capacity targets. New approaches to allow timely developments and implementation of operational plans including staff availability/recruitment are expected to be put in place.


28/06/2016 312

GREECE MAKEDONIA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Night DCTs

/ FRA Stepped implementation of FRA




PBN procedures implemented at 4 airports (Kerkira,

Heraklion, Santorini, Mikonos)

DMAN Integration PBN/SBAS procedures

(Thessaloniki, Kos, Ioannina, Mytilene)


Airspace

Improved ATS route network and airspace management


Procedures

Staffing Reduction in

number ATCOs

Additional ATCOs (numbers to be further confirmed)

Technical

FPL 2012 Upgrade ATM system

upgrade

New ATM System

3 additional OLDI messages for silent radar

transfers New VCS

Mode S

Capacity

Significant Events

Max sectors 4/5 4/5 4/5 5/6 5/6




-2.7% -1.8% -2.6% 0% N/A





0.58 0.30 0.35 0.24 0.20


As a result of the reopening of the KFOR sector, of the crisis situation around Greece, more sectors are required in both Makedonia and Athens ACCs. The above increased number of sectors, is feasible on conditions that:

1. The recruitment of at least 32 ATCOs will be gradually achieved 2. A recruitment policy will be in place as a permanent solution 3. An incentive mechanism will be implemented, in order for the existing ATCOs to offer extra

working hours in the near future – 2016/2017 The new ATM system will be in place on time


ACC Growth 2016 2017 2018 2019 2020

H 6.0% 9.7% 15.1% 20.5% 26.9%

B 3.7% 6.1% 8.8% 11.9% 15.7%

L 1.5% 2.9% 3.1% 4.6% 6.5%Makedonia





28/06/2016 313



The main reasons for shortfalls in the Greek ANS system are the economic and social problems prevailing in Greece in the recent years. A new Action Plan has been signed with the Greek Authorities that will address the main operational and technical developments required to achieve the European capacity targets. New approaches to allow timely developments and implementation of operational plans including staff availability/recruitment are expected to be put in place.


28/06/2016 314

HUNGARY BUDAPEST ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Airspace

Optimization of airspace structure

3 geographical ACC sectors

Procedures

Staffing Recruitment and training of controllers

Technical CPDLC

operational

Capacity

Significant Events

Max sectors 10 10 10 12 12

Planned Annual Capacity Increase 2.5% 2.5% 3% 3% 3%




2.4% 3.9% 5.7% 7.0% N/A





0.05 0.04 0.03 0.03 0.04



ACC Growth 2016 2017 2018 2019 2020

H 3.8% 8.0% 14.4% 20.0% 26.9%

B 2.2% 5.3% 8.1% 11.6% 15.7%

L 0.9% 2.4% 3.6% 5.1% 6.4%Budapest





28/06/2016 315



No problems are foreseen for Budapest ACC in the coming planning cycle. However a slight capacity gap could be experienced if traffic grows in line with the current routes scenario.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 210 215 221 228 235

110

130

150

170

190

210

230

250

Cap

acit

y p

rofi

le (

mo

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ur)

LHCCCTA - Reference capacity profile and alternative scenarios


28/06/2016 316

IRELAND DUBLIN ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace


Airport & TMA Network Integration A-CDM at Dublin

airport


Airspace UK / Ireland FAB initiatives

Procedures Common transition altitude for the FAB

Staffing On-going recruitment to maintain staff levels

Cross rating training

Technical

Tower electronic strips

Minor upgrade of the ATM system

Upgrade of the ATM system

Capacity Sector capacity re-

evaluation (CAPAN)

Significant Events Training for ATM system upgrade

Training for Transition

altitude





1.7% 0.0% -1.6% -3.1% N/A





0.05 0.05 0.05 0.03 0.03



ACC Growth 2016 2017 2018 2019 2020

H 5.1% 11.2% 18.1% 23.2% 25.2%

B 3.5% 7.9% 12.0% 16.0% 20.4%

L 3.1% 4.7% 6.2% 8.3% 10.4%Dublin





28/06/2016 317



Dublin ACC serves mainly traffic to and from Dublin airport. Dublin is a co-ordinated airport.

No capacity issues are foreseen for Dublin ACC during the planning period due to the continuous improvements. However a capacity gap could be experienced throughout the planning period if the traffic continues to grow close to the high traffic forecast.

Dublin utilises one runway for most of its operations while an alternative runway is available when specific wind directions prevail. Continued traffic growth in the “High” growth hypothesis will increase the possibility of ATFM restrictions due to “Aerodrome Capacity” at Dublin Airport as the airport infrastructure tries to cope with the increased level of operations.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 61 61 62 63 64

0

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EIDWCTA - Reference capacity profile and alternative scenarios


28/06/2016 318

IRELAND SHANNON ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Low Level FRA


LARA

Implementation



Airspace

UK / Ireland FAB initiatives

R-LAT (Dec 2015)

R-LAT Phase 2 (Nov 2016)

Procedures

CPDLC(FANS and ATN)

Developing Queue Management programme (London Heathrow XMAN)

SPO Common

transition altitude

for the FAB

Staffing On-going recruitment to maintain staff levels

Technical

Minor ATM system upgrade

Terrestrial ADS-B

ATM system upgrade

EU ADS-B Mandate

Space-based

ADS-B

Capacity

Sector capacity re-evaluation (CAPAN)

Extra sectors as required – Dynamic sectorisation available

Significant Events

Training for Transition

altitude and ATM system upgrade

New Contingency

Centre

Max sectors 12 12 12 12 12




1.6% 3.2% 4.8% 6.3% N/A





0.01 0.01 0.01 0.01 0.01



ACC Growth 2016 2017 2018 2019 2020

H 3.3% 6.1% 10.0% 13.2% 17.0%

B 2.6% 4.6% 7.0% 8.9% 11.6%

L 2.0% 3.4% 4.0% 4.9% 6.0%Shannon





28/06/2016 319



Shannon is a very complex airspace due to the variable North Atlantic traffic flow, but the dynamic sectorisation scheme in the upper airspace and the sufficient number of ATM staff will ensure that the ACC continues to meet the forecast traffic growth.

The introduction of a FAB with UK/NATS will enhance the capacity for both service providers.

No capacity issues are foreseen for Shannon ACC during the planning period.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 126 129 132 135 138

80

90

100

110

120

130

140

150

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EISNCTA - Reference capacity profile and alternative scenarios


28/06/2016 320

ITALY BRINDISI ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free-route implementation program


Improved airspace management

Airport & TMA Network Integration PBN Program


Airspace

Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and BLUEMED FAB

implementation

TMA reorganisation

Procedures

Staffing Recruitment of ATCOs if necessary

Technical

Additional capacity benefits from VDL Mode 2 implementation by all

stakeholders

ADSB

LINK IT (Data Link

implementation)

MTCD

Capacity Flexible opening scheme according to traffic demand and system enablers implementation

Significant Events

Max sectors 5/6 6 6 6 6




4.5% 8.7% 10.5% 12.2% N/A





0.02 0.01 0.01 0.01 0.01



ACC Growth 2016 2017 2018 2019 2020

H 5.5% 8.2% 14.8% 20.2% 26.1%

B 3.6% 5.9% 7.7% 10.7% 14.0%

L 1.9% 2.8% 2.9% 3.6% 4.7%Brindisi





28/06/2016 321



No problems are foreseen for Brindisi during the planning cycle. Capacity enhancement measures planned are in the order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.

2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 93 100 105 110 113

0

20

40

60

80

100

120

Cap

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LIBBCTA - Reference capacity profile and alternative scenarios


28/06/2016 322

ITALY MILAN ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020





PBN Program

Point merge in

LIMC

Evaluation and implementation of AMAN//Extended AMAN


Airspace


implementation

TMA reorganisation

Procedures

Staffing Additional ATCOs

(from TWRs to ACC)

Recruitment of ATCOs if necessary

Technical

Additional capacity benefits from VDL

Mode 2 implementation by all stakeholders

ADSB

MTCD

LINK IT

(Data Link implementation)


Significant Events

Max sectors 21 21 21 21 21




3.6% 4.5% 5.9% 6.3% N/A





0.05 0.04 0.04 0.02 0.02



ACC Growth 2016 2017 2018 2019 2020

H 4.1% 7.7% 13.5% 18.4% 23.5%

B 2.5% 4.3% 6.9% 9.3% 12.0%

L 0.7% 1.6% 1.5% 2.0% 2.6%Milano





28/06/2016 323



No problems are foreseen for Milano during the planning cycle. Capacity enhancement measures planned are in the order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.

2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 202 208 214 220 227

150

160

170

180

190

200

210

220

230

240

Cap

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LIMMACC - Reference capacity profile and alternative scenarios


28/06/2016 324

ITALY PADOVA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020




Airport & TMA Network Integration PBN Program


Airspace


implementation

TMA reorganisation

Procedures


Technical



ADSB

MTCD

LINK IT



Significant Events

Max sectors 13 14 14 14 14




2.1% 3.6% 5.7% 7.2% N/A





0.02 0.02 0.02 0.02 0.03



ACC Growth 2016 2017 2018 2019 2020

H 3.8% 6.9% 12.2% 16.8% 22.3%

B 2.3% 3.9% 6.1% 8.5% 11.3%

L 0.7% 1.5% 1.6% 2.1% 2.9%Padova





28/06/2016 325



No problems are foreseen for Padova ACC during the planning cycle. Capacity enhancement measures planned are in the order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 197 201 205 209 213

120

130

140

150

160

170

180

190

200

210

220

Cap

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mo

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LIPPCTA - Reference capacity profile and alternative scenarios


28/06/2016 326

ITALY ROME ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020





PBN Program

Point Merge for LIRF and LIRA

Evaluation and implementation of AMAN/Extended AMAN


Airspace Airspace management and ATS route assessment and/or improvements according to network

needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and BLUEMED FAB implementation

Procedures


Technical



ADSB

MTCD

LINK IT



Significant Events

Max sectors 21 21 21 21 21




1.9% 3.7% 5.1% 7.4% N/A





0.00 0.00 0.00 0.00 0.00



ACC Growth 2016 2017 2018 2019 2020

H 2.3% 5.2% 10.4% 14.9% 19.6%

B 1.0% 2.2% 4.4% 6.8% 9.1%

L -0.6% -0.4% -0.7% -0.5% 0.0%Roma





28/06/2016 327



No problems are foreseen for Roma ACC during the planning cycle. Capacity enhancement measures planned are in the order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 218 222 226 231 236

100

120

140

160

180

200

220

240

260

Cap

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mo

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LIRRACC - Reference capacity profile and alternative scenarios


28/06/2016 328

LATVIA RIGA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Airspace

Procedures

Staffing

Technical Various ATM system improvements

Capacity

Significant Events

Max sectors 3 + 2 APP 3 + 2 APP 3 + 2 APP 3 + 2 APP 3 + 2 APP




Sufficient capacity to meet demand





0.01 0.01 0.01 0.01 0.01



ACC Growth 2016 2017 2018 2019 2020

H 2.0% 6.7% 13.3% 18.9% 25.2%

B 0.5% 2.6% 5.9% 8.3% 11.3%

L -1.5% 0.1% 0.4% 1.0% 2.3%Riga





28/06/2016 329



No problems are foreseen for Riga ACC during the planning period.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 86 86 89 95 95

40

50

60

70

80

90

100

Cap

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EVRRCTA - Reference capacity profile and alternative scenarios


28/06/2016 330

LITHUANIA VILNIUS ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

FRA implementation above FL95 in

Vilnius FIR

Gradual Full Implementation of FRA within Baltic FAB




Airspace

Procedures

Staffing

Technical

New ATM System

implementation in Vilnius ACC

Capacity

Significant Events New ACC building










0.01 0.01 0.01 0.01 0.01



ACC Growth 2016 2017 2018 2019 2020

H 1.0% 4.8% 12.2% 17.8% 24.1%

B -0.3% 1.5% 4.9% 7.1% 10.5%

L -1.6% -0.6% -0.1% 0.9% 2.1%Vilnius





28/06/2016 331



No problems are foreseen for Vilnius ACC during the current planning cycle – the measures planned will ensure that the ACC will have sufficient capacity to cope with traffic growth.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 78 78 79 80 80

40

45

50

55

60

65

70

75

80

85

Cap

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EYVCCTA - Reference capacity profile and alternative scenarios


28/06/2016 332

MALTA MALTA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free route airspace Phase III


Airport & TMA Network Integration RNAV

SID/STARs in the TMA


Airspace

Procedures

Staffing

Technical New ATM System

Capacity

Significant Events










0.01 0.01 0.01 0.01 0.01



ACC Growth 2016 2017 2018 2019 2020

H 0.7% 5.3% 14.3% 22.8% 32.4%

B -1.3% 1.8% 5.9% 10.6% 16.8%

L -3.8% -0.2% 0.6% 2.2% 3.9%Malta





28/06/2016 333



Malta ACC has sufficient capacity to cope with expected demand during the current planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 42 42 43 43 43

0

5

10

15

20

25

30

35

40

45

50

Cap

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LMMMCTA - Reference capacity profile and alternative scenarios


28/06/2016 334

MOLDOVA CHISINAU ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Airspace Airspace structure

changes

Procedures

Staffing

Technical WAM / MLAT

systems

Capacity

Significant Events

Max sectors 3* 3* 3* 3* 3*









0.00 0.00 0.00 0.00 0.00

Additional information *Up to 3 sectors can be open depending on the traffic demand.


ACC Growth 2016 2017 2018 2019 2020

H 3.2% 10.7% 19.3% 27.3% 36.1%

B 1.2% 6.0% 10.1% 16.0% 19.9%

L -0.1% 2.2% 2.8% 5.2% 6.9%Chisinau





28/06/2016 335



Chisinau ACC has sufficient capacity to cope with expected demand during the current planning cycle

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 40 40 40 40 40

0

5

10

15

20

25

30

35

40

45

Cap

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LUUUCTA - Reference capacity profile and alternative scenarios


28/06/2016 336

THE NETHERLANDS AMSTERDAM ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace


Improved FUA for TMA-C through

CivMil co-location

Improved FUA for TMA-D through

CivMil co-location

Airport & TMA Network Integration Improved insight in departures EHAM

due to A-CDM


Airspace

Procedures Improved

interface EBBU FIR-EHAA S3

Staffing

Technical

Capacity

Significant Events


Planned Annual Capacity Increase 0% 0.5% 1% 1.5% 0%



0.0% 0.7% 1.4% 1.4% N/A





0.09 0.14 0.16 0.10 0.11



ACC Growth 2016 2017 2018 2019 2020

H 2.7% 5.7% 8.4% 10.4% 12.8%

B 2.5% 4.8% 7.4% 8.8% 10.8%

L 2.6% 4.0% 6.1% 7.5% 9.1%Amsterdam





28/06/2016 337



No capacity problems are foreseen in the current planning cycle at Amsterdam ACC.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 143 144 145 147 147

110

115

120

125

130

135

140

145

150

Cap

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EHAACTA - Reference capacity profile and alternative scenarios


28/06/2016 338

NORWAY BODO ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free Route Airspace




Airspace

Procedures

Staffing Flexible rostering of ATC staff

Recruitment and training to maintain number of air traffic controllers

Technical Future ATM

System

Capacity

Significant Events

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




0.0% 1.8% 3.5% 3.4% N/A





0.02 0.02 0.02 0.02 0.02



ACC Growth 2016 2017 2018 2019 2020

H 0.2% 1.1% 1.6% 2.0% 6.4%

B -0.9% -2.4% -2.7% -2.8% -2.0%

L -1.6% -3.6% -5.2% -6.2% -7.0%Bodo





28/06/2016 339



No problems are foreseen in the current planning cycle at Bodo ACC, provided that sufficient staff is available during peak periods.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 57 58 59 60 60

0

10

20

30

40

50

60

70

Cap

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ENBDCTA - Reference capacity profile and alternative scenarios


28/06/2016 340

NORWAY OSLO ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020





Airspace

Procedures

Staffing Recruitment and training of air traffic controllers

Flexible rostering of ATC staff


System

Capacity

Significant Events





1.1% 1.1% 1.1% 2.2% N/A





0.02 0.02 0.02 0.02 0.02



ACC Growth 2016 2017 2018 2019 2020

H 1.7% 3.9% 6.0% 7.5% 14.5%

B 0.3% -0.8% 0.7% 1.7% 3.6%

L -0.9% -2.5% -2.9% -3.3% -3.2%Oslo





28/06/2016 341



No problems are foreseen in the current planning cycle at Oslo ACC, provided that sufficient staff is available during peak periods.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 89 90 91 93 93

50

55

60

65

70

75

80

85

90

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100

Cap

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ENOSCTA - Reference capacity profile and alternative scenarios


28/06/2016 342

NORWAY STAVANGER ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020





Airspace

Procedures

Staffing Recruitment and training of air traffic controllers

Flexible rostering of ATC staff


System

Capacity

Significant Events

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




0.0% 0.0% 1.6% 3.1% N/A





0.02 0.02 0.03 0.03 0.03



ACC Growth 2016 2017 2018 2019 2020

H 0.2% 2.0% 4.0% 5.7% 10.1%

B -0.5% -0.9% -0.2% 0.3% 1.9%

L -1.2% -2.3% -3.5% -3.9% -4.0%Stavanger





28/06/2016 343



No problems are foreseen in the current planning cycle at Stavanger ACC, provided that sufficient staff is available during peak periods.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 64 64 65 67 67

20

25

30

35

40

45

50

55

60

65

70

Cap

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ENSVCTA - Reference capacity profile and alternative scenarios


28/06/2016 344

POLAND WARSAW ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Stepped implementation of FRA Full implementation of FRA in Baltic

FAB


Initial ASM Tool to support Advanced

FUA

Airport & TMA Network Integration Implementation of A-CDM at

Warsaw Chopin airport

Cooperative Traffic Management Advanced ATFCM techniques, including STAM

Airspace

Polish 2010+ airspace project

Stepped implementation of vertical sectorisation

Additional layer

Procedures Introduce 5 NM

longitudinal separation

Staffing 7 additional controllers

Additional controllers

Technical

Initial ATC air-ground data link services

above FL-285

Implementation of air-ground 8,33 kHz ch. spacing

requirements below FL195

Capacity

Re-evaluation of sector capacities In new vertical split airspace

Improved flexibility in vertical sectorisation, new configurations responding to flow demand

Improved sector configurations and management of configurations

Significant Events

World Youth Days in

Krakow (July 2016)

Max sectors 9/10 9/10 10/11 10/11 10/11





4.2% 7.6% 9.3% 11.0% N/A





0.21 0.14 0.12 0.09 0.09

Additional information Transition to vertical sectorisation in the first phase in 2016 will be focused on safe transition and familiarisation with the new operational environment. Therefore overall performance however planned to be enhanced, might not be necessarily a primary target.


ACC Growth 2016 2017 2018 2019 2020

H 2.9% 8.0% 16.2% 22.8% 30.3%

B 1.3% 4.5% 8.2% 11.6% 15.9%

L 0.2% 1.5% 2.1% 3.4% 4.5%Warsaw





28/06/2016 345



The capacity gap is expected to be closed from 2016 and the performance should improve over the planning period. The implementation of the vertical sectorisation is a key enabler for capacity increase and further delay reduction.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 149 156 164 172 181

80

100

120

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160

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200

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EPWWCTA - Reference capacity profile and alternative scenarios


28/06/2016 346

PORTUGAL LISBON ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

Free route

extension to LFRR FIR

Free route extension to Santa Maria

FIR


Enhanced ASM/AFUA System Support

Airport & TMA Network Integration PBN LPFR

Cooperative Traffic Management Enhanced ATFCM procedures, including STAM

Airspace

New airspace structure at

interface with Casablanca FIR

Vertical split of South sector

Flexibility of DFL West sector

Procedures

Staffing Flexible rostering

Maintain appropriate level of staffing to open up to 10 sectors

Technical APW Datalink New ATC system

Capacity

Increase capacity in MAD sector1

Dynamic split of West and South sectors

Flexible sector opening schemes

Significant Events Olympic games

in Brazil

Max sectors 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA)




-1.0% 0.0% 1.0% 1.8% N/A





0.40 0.26 0.25 0.25 0.25

Additional information 1 When second surveillance source becomes available


ACC Growth 2016 2017 2018 2019 2020

H 7.8% 12.7% 18.2% 23.7% 29.0%

B 5.8% 8.6% 11.4% 14.1% 16.8%

L 3.9% 5.4% 5.3% 5.5% 6.0%Lisbon





28/06/2016 347



With the measures planned in Lisbon ACC during the planning period, the performance should be close to the network requirements. The high traffic forecast was considered for the performance outlook.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 101 104 107 110 110

50

60

70

80

90

100

110

120

130

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LPPCCTA - Reference capacity profile and alternative scenarios

28/06/2016

ROMANIA BUCHAREST ACC

Traffic forecast


2016 2017 2018 2019 2020

Free Route Airspace Stepped Implementation of FRA in accordance with Danube FAB plans


All military aviation areas

are TRAs which will improve pre-

tactical and tactical

coordination

Full Implementation

of LARA

Revision and re-design process

for military reserved areas


New TMA NAPOC

implementation

PBN Procedures implementation

at Romanian airports

Gradual Implementation of A-CDM at LROP

SIDs and STARs optimisation

within Bucharest TMA – shorter routes to.from M987 (RNDSG 80.036/19.007)

Cooperative Traffic Management Improved ATFCM, including use of occupancy counts

Airspace ATS route network and sectorisation improvements

Procedures LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis

Staffing Staff increased in line with capacity requirements

Technical

New ATM

System 2015+ implementation

Automated Support for Traffic Load (Density) Management (FCM06)

Automated Support for Traffic Complexity Assessment (FCM06)

Capacity

4 layers vertically split for the most loaded sectors/family

sectors

Improved sectorisation &

sectors’ configurations

Significant Events

Independent parallel runway and new ground infrastructure at Sabiha Gökçen

New airport in Istanbul

New ATM System 2015+ implementation

Max sectors 16 17 17 17 17




0.5% 4.2% 5.6% 7.5% N/A





0.01 0.01 0.01 0.01 0.01



ACC Growth 2016 2017 2018 2019 2020

H 3.6% 8.7% 15.0% 20.6% 27.5%

B 1.9% 5.6% 9.0% 12.4% 16.7%

L 0.7% 2.7% 4.0% 5.8% 7.5%Bucharest





28/06/2016 349



No problems are foreseen for Bucharest ACC in the current planning cycle. The plan is in line with the high traffic growth capacity requirements, thus reflecting current traffic developments at the ACC.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 190 198 206 214 223

120

140

160

180

200

220

240

Cap

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LRBBCTA - Reference capacity profile and alternative scenarios


28/06/2016 350

SERBIA BELGRADE ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

H24 Free Route Airspace (AoR).

H24 Cross border FRA with Croatia.

Night Cross Border FRA with other adjacent states.

H24 Cross Border FRA with other adjacent states.


CIMACT LARA



Airspace ATCC

sectorisation change

Procedures

Staffing

Technical

DPS Software improvement

DPS Hardware upgrade

Data Link

Improved VHF/UHF.

Improved OLDI Controller support

tools. Improved MTCD

New Radar Station

Enhanced Mode S Improved MTCD

VoIP

Capacity

Max sectors 14 14 14 14 14





2.2% 3.3% 4.4% 5.5% N/A




Summer en-route delay forecast (min) 0.01 0.01 0.02 0.04 0.05



ACC Growth 2016 2017 2018 2019 2020

H 3.8% 7.2% 13.0% 17.9% 24.0%

B 1.8% 4.4% 6.6% 10.0% 13.4%

L -0.6% 0.9% 1.6% 2.8% 4.4%Belgrade





28/06/2016 351



No capacity issues are expected in Belgrade ACC for the next planning period.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 185 187 189 191 193

110

120

130

140

150

160

170

180

190

200

Cap

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LYBACTA - Reference capacity profile and alternative scenarios


28/06/2016 352

SLOVAK REPUBLIC BRATISLAVA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free Route DCTs within

LZBB

Free Route Concept gradual implementation for FAB CE


Implement Rolling

ASM/ATFCM process


Cooperative Traffic Management Improved ATFCM techniques, including STAM

Airspace Continuous improvements of the route network and sectorisation

Enhanced sectorisation according to FABCE airspace plan

Procedures

Staffing Continuous recruitment to increase staff level

Technical AGDL HW/SW Upgrade

Capacity

Optimisation of sector opening times

East/West sector

configuration

Significant Events


Planned Annual Capacity increase. 5% 2% 2% 0% 2%




5.4% 7.7% 10.0% 10.0% N/A





0.02 0.02 0.02 0.04 0.07



ACC Growth 2016 2017 2018 2019 2020

H 4.3% 9.5% 16.3% 22.3% 29.2%

B 2.2% 6.2% 9.5% 13.0% 17.6%

L 1.5% 2.9% 4.1% 5.7% 6.8%Bratislava





28/06/2016 353



No structural lack of capacity is foreseen for Bratislava ACC for the period 2016-2020. Continual increase of capacity is covered mainly by improving of flow and capacity management techniques, optimizing sector configuration and sector opening times, increasing available sectors and introducing system changes that decrease workload of ATCOs.

Continuous recruitment of additional controllers is in progress, in order to maintain sufficient level of operational staff.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 137 140 143 143 146

50

70

90

110

130

150

170

Cap

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mo

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LZBBCTA - Reference capacity profile and alternative scenarios


28/06/2016 354

SLOVENIA LJUBLJANA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Stepped implementation of FRA according to the FAB CE Airspace Plan, SAXFRA project will be

reflected in FAB CE Airspace Plan



Cooperative Traffic Management Enhanced ATFCM techniques, including STAM

Airspace ATS route network and traffic organisation changes

Enhanced sectorization according to the FAB CE Airspace Plan

Procedures CPDLC

ModeS

Staffing Additional ATCOs will be recruited as necessary

Technical Minors system upgrades as necessary

Capacity

Flexible sector configurations

Significant Events


Planned Annual Capacity Increase 3%-15%* 3% 3% 3% 3%




0.0% 1.0% 1.9% 2.8% N/A





0.06 0.05 0.03 0.03 0.04

Additional information * Up to 15% extra capacity could be provided if the traffic is shifting to the shortest routes available on the network


ACC Growth 2016 2017 2018 2019 2020

H 1.7% 5.1% 10.6% 15.5% 21.8%

B -0.3% 2.4% 4.9% 7.5% 10.6%

L -2.9% -2.1% -1.9% -0.3% 1.1%Ljubljana





28/06/2016 355



Sufficient capacity will be available to cope with the traffic demand in Ljubljana ACC for the planning period. The measures planned for the Summer 2016 will be flexibly adapted depending on the traffic growth.

.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 100 103 106 109 112

50

60

70

80

90

100

110

120

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LJLACTA - Reference capacity profile and alternative scenarios


28/06/2016 356

SPAIN BARCELONA ACC

Traffic forecast


2016 2017 2018 2019 2020

Free Route Airspace


Use of FUA Restrictions

Enhanced AMC


RNP APCH in LEBL


Improved ATFCM, including STAM

Use of OCC in PONENT sectors

Airspace

SWFAB/FABEC Marseille interface, including LUMAS

Splitting Axis

LECL-LF

SWFAB/FABEC Bordeaux interface

GIROM-OKABI

LECM-LECB interface (sectorisation, procedures)

Procedures Improve arrivals

to LEBL

Staffing Staff increase Staff increase

Technical

Full implementation of SACTA CF2 version (Nov

2015)

SACTA version including MTCD

SACTA version

3.Z5.60 (AGDL)

Safety Nets (STCA)

Capacity

Optimised sector configurations

Review (increase in

sector capacities)

Significant Events TLP – European military activity (every 2 months) SIRIO – European military activity (once per year)

FLOTEX/NOBLE MARINER – European military activity (once per year)

Max sectors 12 12/13 13 Up to 14 Up to 14




-6.6% -6.4% -6.2% -6.0% N/A





0.64 0.53 0.42 0.38 0.38



ACC Growth 2016 2017 2018 2019 2020

H 9.9% 15.2% 22.1% 28.5% 34.9%

B 7.7% 11.4% 15.1% 18.4% 22.2%

L 5.8% 7.7% 8.8% 10.5% 11.9%Barcelona





28/06/2016 357



The capacity gap will be gradually closed during the RP2 period.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 156 161 166 171 176

100

110

120

130

140

150

160

170

180

190

200

Cap

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mo

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LECBACC - Reference capacity profile and alternative scenarios


28/06/2016 358

SPAIN CANARIAS ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace



Enhanced AMC

Airport & TMA Network Integration RNP Approach

(Canary airports)



RNAV1 structure for Canarias

TMA Phase 2a


Airspace

Procedures

Improve arrivals/departur

es in GCFV & GCRR (south

config)

Staffing

Technical

SACTA version 3.Z5.60 (AGDL)


Safety Nets (STCA)

Capacity


Review (increase in

sector capacities)

Significant Events DACT military event (Once per year)

Max sectors 10 (5

APP/4+1ENR) 10 (5

APP/4+1ENR) 10 (5

APP/4+1ENR) 10 (5

APP/4+1ENR) 10 (5

APP/4+1ENR)




0.0% 0.0% 0.0% 0.0% N/A

Annual Reference Value (min) 0.32 0.32 0.32 0.32 0.32




0.27 0.27 0.27 0.27 0.27



ACC Growth 2016 2017 2018 2019 2020

H 8.0% 12.8% 18.7% 24.3% 29.5%

B 6.1% 8.8% 11.5% 14.2% 16.7%

L 4.1% 5.2% 4.8% 5.0% 4.9%Canarias





28/06/2016 359



The performance in Canarias ACC is expected to be close to RP2 requirements.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 70 71 73 74 75

30

40

50

60

70

80

90

Cap

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mo

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GCCCCTA - Reference capacity profile and alternative scenarios


28/06/2016 360

SPAIN MADRID ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free route

Lisboa/Madrid/Brest

Free route extension to Cantabrico



Enhanced AMC


Independent approaches to

parallel runways (LEMD)

Transition to RNP1 LEMD TMA


Airspace LECM-LECB interface

New Madrid-Bordeaux interface (BAMBI)

Procedures

Staffing

Technical


SACTA version

including MTCD

Safety Nets (STCA)

Capacity


New sector & Changes in

north sectors

New sector configuration

Santiago-Asturias


Max sectors 17/18 17/18 18/19 19 19




1.5% 2.4% 2.9% 3.3% N/A





0.22 0.21 0.21 0.21 0.21



ACC Growth 2016 2017 2018 2019 2020

H 7.2% 11.5% 17.2% 22.0% 26.8%

B 5.3% 8.1% 10.5% 12.8% 15.5%

L 3.6% 4.9% 4.9% 5.3% 5.8%Madrid





28/06/2016 361



Madrid ACC is expected to meet the RP2 requirements.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 208 212 216 220 224

120

140

160

180

200

220

240

Cap

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mo

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LECMACC - Reference capacity profile and alternative scenarios


28/06/2016 362

SPAIN PALMA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace


Airport & TMA Network Integration A-CDM at LEPA

(Nov 16)


Airspace Enhance Feeder 1

capacity

Menorca sector review (Palma

TMA)

Procedures Changes in arr/dep LEIB

procs

Staffing

Technical

Full implementation of

SACTA CF2 version

(Nov 2015)



Safety Nets (STCA)

Capacity


LEPA arrival capacity increase

Significant Events SIRIO – European military activity (once per year)

Max sectors 8

(4 APP + 4 ENR)

8 (4 APP + 4

ENR)

8 (4 APP + 4

ENR)

8 (4 APP + 4 ENR)

8 (4 APP + 4

ENR)




1.0% 2.0% 2.0% 2.0% N/A





0.21 0.21 0.21 0.21 0.21



ACC Growth 2016 2017 2018 2019 2020

H 10.5% 16.0% 22.2% 27.1% 32.1%

B 8.4% 12.4% 15.7% 18.7% 21.8%

L 6.1% 8.7% 9.8% 11.6% 12.7%Palma





28/06/2016 363



Palma ACC is expected to meet the RP2 requirements.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 98 101 103 105 107

50

60

70

80

90

100

110

120

Cap

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LECPCTA - Reference capacity profile and alternative scenarios


28/06/2016 364

SPAIN SEVILLA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace



Enhanced AMC



Airspace Northern Sector

Splitting



Procedures

Staffing

Technical


SACTA version

including MTCD

Safety Nets (STCA)

Capacity Optimised sector configurations


FLOTEX/NOBLE MARINER – European military activity (once per year)

Max sectors 7/8 (5/6 ACC+2

APP) 7/8 (5/6 ACC+2

APP) 8 (6 ACC+2

APP) 8 (6 ACC+2

APP) 8 (6 ACC+2

APP)




1.1% 1.1% 1.1% 1.1% N/A







ACC Growth 2016 2017 2018 2019 2020

H 7.8% 12.2% 19.2% 25.6% 32.8%

B 5.6% 8.9% 11.2% 15.2% 19.2%

L 3.6% 5.3% 6.0% 7.3% 8.4%Sevilla





28/06/2016 365



Sevilla ACC is expected to meet the RP2 requirements.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 90 91 92 94 96

50

60

70

80

90

100

110

Cap

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LECSCTA - Reference capacity profile and alternative scenarios


28/06/2016 366

SWEDEN MALMO ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020






Airspace

Continuous improvements on the ATS route network

Vertical split of sector 2 (at

355)

Procedures OLDI

extension to field 15 FPL

Staffing


Training for 3 to 2 sector

groups controller ratings



Significant Events

Max sectors 12 (2 sector

groups) 12 (2 sector




groups)




4.0% 4.0% 3.1% 2.3% N/A





0.02 0.02 0.02 0.02 0.02

Additional information The additional sector will be implemented in March 2016, confirming capacity increase by 5%.


ACC Growth 2016 2017 2018 2019 2020

H 3.4% 6.9% 11.5% 15.3% 21.0%

B 2.0% 3.5% 6.5% 8.6% 11.0%

L 0.7% 0.9% 1.2% 2.0% 3.0%Malmo





28/06/2016 367



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

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 130 131 132 133 134

80

90

100

110

120

130

140

Cap

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ESMMACC - Reference capacity profile and alternative scenarios


28/06/2016 368

SWEDEN STOCKHOLM ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020




Airport & TMA Network Integration A CDM at ESSA

(Jan. 16)


Airspace Continuous improvements on the ATS route network

Procedures

Staffing


Training for 3 to 2 sector groups controller ratings



Significant Events

Max sectors 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S)




1.8% 2.7% 3.6% 4.5% N/A



Summer reference Value (min) 0.02 0.02 0.03 0.03 N/A


0.03 0.03 0.03 0.03 0.03

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


ACC Growth 2016 2017 2018 2019 2020

H 3.3% 4.9% 7.9% 10.7% 14.4%

B 2.0% 2.8% 3.8% 4.9% 6.6%

L 0.9% 0.8% 0.2% 0.2% 0.3%Stockholm





28/06/2016 369



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

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 114 115 116 117 118

80

85

90

95

100

105

110

115

120

Cap

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ESOSACC - Reference capacity profile and alternative scenarios


28/06/2016 370

SWITZERLAND GENEVA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace FABEC FRA Step 1 : WE

DCTs

FABEC FRA Step 2 : H24 DCTs with

military activity

FABEC FRA Step 3: Final goal

FRA Volume


FABEC ATFCM/ASM Step

2 : CDM procedures

Airport capacity

LSGG Increase capacity from 40/h to 42/h

(electronic strips and AMAN)


Cooperative Traffic Management Improved ATFCM Procedures and STAM

Crystal – Traffic and complexity prediction tool

Airspace

Procedures

Staffing Cross qualification of ATCOs (Upper/Lower)

Recruitment as necessary to maintain the staffing levels

Technical

Stripless step 4 (New Lower –

Upgrade Upper)

Harmonisation Release

Virtual centre

Capacity

Reassessment of sector capacities following CAPAN

study

Significant Events

Max sectors 8/9 (5/6 + 2/3) 8/9 (5/6 + 2/3) (3+7)/(3+5) (3+7)/(3+5) (3+7)/(3+5)




-0.6% 0.6% 1.9% 0.6% N/A





0.18 0.19 0.18 0.24 0.32


Stripless: Step 4 : stripless lower sectors - 1-Dec-2015 Max sectors: From 2018 onwards, copflex will enable the Swiss-wide LM6 and LM7 sectors at some periods, so either 3 lower sectors + 7 upper sectors, or 3 lower sectors + 5 upper sectors + LM6/LM7 operated from ZRH ACC The capacity enhancing measures might be cancelled out by the decrease in capacity linked to the cost reduction measures (which affect staff). Trainee classes for 2016 cancelled, so no new ATCOs in 2019.


ACC Growth 2016 2017 2018 2019 2020

H 3.4% 6.8% 11.6% 16.0% 20.5%

B 1.8% 4.2% 6.4% 8.5% 10.8%

L -0.5% 0.5% 1.1% 1.8% 2.9%Geneva





28/06/2016 371


The profiles shown in the graph below correspond to the capacity increases shown in the above "Capacity Plan" table, and only reflect ATFM en-route delays that are under skyguide managerial control (i.e. excluding weather, industrial action, etc.) contrarily to the EU-wide target that includes all regulation causes.


Provided that traffic evolution remains at reasonable levels, Geneva ACC should continue to work at optimum delay level.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 154 156 159 159 159

100

110

120

130

140

150

160

170

180

Cap

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LSAGACC - Reference capacity profile and alternative scenarios


28/06/2016 372

SWITZERLAND ZURICH ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace FABEC FRA Step 1 : WE

DCTs

FABEC FRA Step 2 : H24 DCTs with

military activity


goal FRA Volume


FABEC ATFCM/ASM Step

2 : CDM procedures

Airport capacity LSZH iLVP LSZH RECAT /

ARSI LSZH ADW LSZH BR2014




Crystal – Traffic and complexity prediction tool

Airspace

Harmonisation Release / Upper

Airspace Harmonisation

and Optimisation (UHO)

Procedures

Staffing Recruitment as necessary to maintain the staffing levels

Technical Stripless step 4

Virtual centre

Capacity

Reassessment of sector

capacities following

CAPAN study

Significant Events

Max sectors 9 10 (4+7)/(4+5) (4+7)/(4+5) (4+7)/(4+5)




0.0% -2.2% -1.1% 0.5% N/A





0.14 0.26 0.14 0.11 0.19

ACC Growth 2016 2017 2018 2019 2020

H 2.5% 6.0% 10.2% 14.4% 18.9%

B 1.0% 3.0% 5.5% 7.4% 9.4%

L -0.7% 0.1% 0.8% 1.4% 2.1%Zurich





28/06/2016 373


Stripless: Step 4 : stripless - April 2016 Copflex (Virtual Centre) May 2018 CAPAN 2017 To assess impacts of both SLCH Step 4 and UHO. Capacity increases will apply in 2018 and 2019. Max sectors: From 2018 onwards, copflex will enable the Swiss-wide LM6 and LM7 sectors at some periods, so either 4 lower sectors + 7 upper sectors, or 4 lower sectors + 5 upper sectors + LM6/LM7 operated from GVA ACC. The capacity enhancing measures might be cancelled out by the decrease in capacity linked to the cost reduction measures (which affect staff). Trainee classes for 2016 cancelled, so no new ATCOs in 2019. LSZH capacity enhancing measures:

- iLVP: reduction of the separation for Cat II/III in case of fog, +5 arrivals per hour for configuration North (arrivals rwy 14, departures rwy 16/28)

- RECAT: optimisation of wake turbulence categorisation, +2 arrivals per hour for all rwy configurations

- ARSI (Advanced Runway Safety Improvement): +5 departures per hour in configuration North, + 15 departures per hour in configuration South (arrivals rwy 34, departures rwy 28/32)

- MITRE's ADW (Arrival-Departure Window) tool: to be determined - BR2014 (Betriebsreglement 2014): rapid rwy exits, separation minima, SID/STAR

modifications, +5 arrivals per hour in configurations East (arrivals rwy 28, departures rwy 32), +5 departures per hour in configuration South

- and South



The profiles shown in the graph below correspond to the capacity increases shown in the above "Capacity Plan" table, and only reflect ATFM en-route delays that are under skyguide managerial control (i.e. excluding weather, industrial action, etc.) contrarily to the EU-wide target that includes all regulation causes.


Zurich ACC should continue to work close to optimum delay level, provided that the traffic demand in M4, M5 and West sectors remains at manageable levels. The situation in these sectors will remain demanding until the implementation of the new stripless HMI and of UHO.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 179 179 186 192 192

120

130

140

150

160

170

180

190

200

210

Cap

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LSAZACC - Reference capacity profile and alternative scenarios


28/06/2016 374

TURKEY ANKARA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Stepped implementation of direct/free route operations

above FL290




AMAN/DMAN at LTBA

Airport CDM at

LTBA


Airspace

ATS route structure development

Gradual upper airspace re-

sectorisation (20 to 25 sectors + FL235)

New interface with neighbouring states for new Istanbul airport

Procedures

Staffing Additional controllers (45 per year for en-route)

Technical

Capacity

RTS of Turkish

airspace and Interface with neighbouring

states

Capacity Assessment of

new sectorisation

Capacity Assessment

through a CAPAN study

Significant Events Expo Antalya 2016 (April – October)

Independent parallel

runway and new ground

infrastructure at LTFJ

New airport in Istanbul From end 2017 several phases

New APP control office

for LTFJ

Max sectors 25 25 25 25 25




5.3% 6.7% 7.1% 8.9% N/A





Additional information Note: DHMI is planning sufficient capacity to cope with expected demand. However, some delays and restrictions might be necessary due to the crisis situation in neighbouring states, shifting and concentrating traffic flows in some sectors of Ankara ACC.

ACC Growth 2016 2017 2018 2019 2020

H 3.7% 9.8% 17.3% 24.9% 33.0%

B 2.1% 6.9% 11.8% 16.8% 22.3%

L 0.7% 3.9% 6.9% 10.1% 13.3%Ankara - New





28/06/2016 375




DHMI is planning sufficient capacity to cope with expected demand. However, some delays and restrictions might be necessary due to the crisis situation in neighbouring states, shifting and concentrating traffic flows in some sectors of Ankara ACC.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 257 272 288 305 323

150

170

190

210

230

250

270

290

310

330

350

Cap

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LTAANEW - Reference capacity profile and alternative scenarios


28/06/2016 376

UKRAINE DNIPROPETROVS’K ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace Free Route Airspace Implementation


Implementation of Advanced Airspace

Management (LSSIP AOM19)



Implementation of enhanced tactical flow management services (LSSIP

FCM01) and collaborative flight planning (LSSIP

FCM03)

Airspace

Procedures

Staffing

Technical

Capacity Sector configurations management, ATFCM measures development

Significant Events




0% 0% 0% 0% N/A





0.00 0.00 0.00 0.00 0.00



0.00 0.00 0.00 0.00 0.00



ACC Growth 2016 2017 2018 2019 2020

H 0.4% 0.2% 9.4% 17.8% 25.0%

B -3.9% -2.0% 1.3% 5.2% 10.5%

L -5.8% -8.5% -5.0% -3.3% 0.3%Dnipropetrovsk





28/06/2016 377



No problems are foreseen for Dnipropetrovs’k ACC during the current planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 54 55 56 57 57

0

10

20

30

40

50

60

Cap

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UKDVACC - Reference capacity profile and alternative scenarios


28/06/2016 378

UKRAINE KYIV ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020







Implementation of collaborative flight planning (LSSIP

FCM03)

Airspace

Procedures

Staffing

Technical


Significant Events




0% 0% 0% 0% N/A





0.00 0.00 0.00 0.00 0.00



0.00 0.00 0.00 0.00 0.00



ACC Growth 2016 2017 2018 2019 2020

H -5.7% -0.4% 7.0% 13.4% 20.3%

B -8.2% -5.6% -0.6% 3.5% 7.1%

L -10.6% -8.8% -8.6% -6.5% -3.8%Kyiv





28/06/2016 379



No problems are foreseen for Kyiv ACC during the current planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 73 73 73 73 73

0

10

20

30

40

50

60

70

80

Cap

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UKBVCTA - Reference capacity profile and alternative scenarios


28/06/2016 380

UKRAINE L’VIV ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020







Implementation of enhanced tactical flow management services (LSSIP

FCM01) and collaborative flight planning (LSSIP

FCM03)

Airspace

Procedures

Staffing

Technical Installation of new

ATM system


Significant Events












ACC Growth 2016 2017 2018 2019 2020

H 3.0% 5.1% 13.2% 19.6% 28.1%

B 0.9% 2.7% 5.4% 9.1% 12.4%

L -3.6% -1.1% -1.8% -0.6% 1.9%L'viv





28/06/2016 381



No capacity problems are foreseen for Lviv ACC during the current planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 72 72 72 72 72

0

10

20

30

40

50

60

70

80

Cap

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UKLVCTA - Reference capacity profile and alternative scenarios


28/06/2016 382

UKRAINE ODESA ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020







Implementation of collaborative flight planning (LSSIP

FCM03)

Airspace

Procedures

Staffing

Technical


Significant Events



Reference profile Annual % Increase 0% 0% 0% 0% 0%









ACC Growth 2016 2017 2018 2019 2020

H -5.0% 1.0% 8.3% 14.8% 22.0%

B -7.0% -3.9% 0.6% 4.8% 9.5%

L -9.5% -7.6% -6.7% -4.2% -1.0%Odesa





28/06/2016 383



No capacity problems are foreseen for Odesa ACC during the current planning cycle.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 61 61 61 62 62

0

10

20

30

40

50

60

70

Cap

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UKOVACC - Reference capacity profile and alternative scenarios


28/06/2016 384

UNITED KINGDOM LONDON ACC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace



TMA transition sectors

enhancement – RNP

development


Airspace


Implementation of LAMP 1A

R-LAT (Nov 2015)

R-LAT Phase 2 (Nov 2016)

Procedures

CPDLC

Developing Queue Management programme

Maintain progress to 18000ft TA


Staffing Flexible use of existing staff (including cross-sector training) more closely related to sector demand

On-going recruitment to maintain agreed business service levels

Technical

Transition to new controller working

positions

iTEC introduction

(Winter 17/18)

Capacity

Complexity reduction and improved traffic presentation between sectors / ANSPs

Traffic Management Improvements

Adaptation of sector configurations to demand

Significant Events


Training for new

controller working positions

Max sectors 23 23 23 23 23




1.4% 1.6% 1.6% 2.7% N/A





Additional information Capacity available from full iFACTS deployment will continue to be gained as traffic increases over successive summer seasons.


ACC Growth 2016 2017 2018 2019 2020

H 3.7% 7.1% 11.3% 14.2% 18.5%

B 2.7% 5.1% 7.5% 9.7% 12.1%

L 1.7% 2.6% 3.2% 4.2% 5.5%London ACC





28/06/2016 385



No capacity issues are expected over the planning period in London ACC.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 432 436 440 449 453

320

340

360

380

400

420

440

460

480

Cap

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EGTTACC - Reference capacity profile and alternative scenarios


28/06/2016 386

UNITED KINGDOM LONDON TC

Traffic forecast


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace




Airspace Implementation

of LAMP 1A

Procedures



Common

transition altitude for the FAB

Staffing Flexible use of existing staff


Technical

EFPS

Implementation

Transition to new controller

working positions

iTEC

introduction (Winter 18/19)

Capacity




Significant Events


TC Training for new controller

working position

TC training for

EFPS

Max sectors 23

15 ENR + 8 APP 23

15 ENR + 8 APP 23

15 ENR + 8 APP

23 15 ENR + 8

APP

23 15 ENR + 8 APP




2.1% 2.1% 2.8% 4.5% N/A







ACC Growth 2016 2017 2018 2019 2020

H 2.9% 5.7% 9.0% 11.4% 15.6%

B 2.0% 4.0% 6.0% 7.8% 9.6%

L 1.0% 1.6% 2.1% 3.0% 4.1%London TC





28/06/2016 387



No capacity issues are expected over the planning period in London TC.

Implementation of LAMP1A project will deliver improved capacity through traffic systemisation and PBN routes over extended period from 2016.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 292 292 295 301 304

200

220

240

260

280

300

320

Cap

acit

y p

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EGTTTCTA - Reference capacity profile and alternative scenarios


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UNITED KINGDOM PRESTWICK ACC

Traffic forecast Prestwick ACC


Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace FRA for Upper

Airspace




Airspace

R-LAT (Nov 2015)

R-LAT Phase2 (Nov 2016)

PC Lower

Airspace Phase 1


PC Lower Airspace Phase

3


Procedures

CPDLC



Common transition

altitude for the FAB

Staffing Flexible use of existing staff


Technical iTEC / Common

work station SENATE

Capacity




Significant Events

Max sectors 25 25 25 25 25




0.4% 1.3% 1.8% 2.2% N/A





Additional information Capacity Benefits for PC Lower Airspace to be determined. SENATE (Surveillance Enabled North Atlantic Traffic Evolution) Potential to reduce separation minima on the North Atlantic. No capacity benefits have been determined.


ACC Growth 2016 2017 2018 2019 2020

H 2.9% 6.1% 10.0% 13.1% 16.4%

B 1.9% 3.9% 6.1% 8.0% 10.3%

L 0.9% 1.6% 2.0% 2.6% 3.5%Prestwick





28/06/2016 389



No capacity issues are expected over the planning period in Prestwick ACC.

2014 2015 2016 2017 2018 2019 2020







2016 - 2020 Plan 227 229 231 233 235

200

205

210

215

220

225

230

235

240

Cap

acit

y p

rofi

le (

mo

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en

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EGPXACC - Reference capacity profile and alternative scenarios


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ANNEX 6 – AIRPORTS This section presents detailed information about 62 individual airports. Each of these airports fit in at least one of the following categories:

1. Top 20 airports for average daily traffic in 2015 2. Top 20 airports for average daily delay in 2015* 3. Top 20 airports for average delay per flight in 2015* 4. Top 40 airports for average daily delay and top 40 airports for delay per flight in 2015* 5. Fully implemented A-CDM airports or where implementation is on-going 6. Airports putting in operations a new runway in 2016 - 2020 period 7. EUROCONTROL Member State’s main airport that regularly provides information to the

Network Manager (via the Airport Corner process).

*: Airports only fulfilling categories 2, 3 or 4 with temporary disruptions as the main reason for delays in 2015 are not included.

The airports and the criteria they fit in can be found in section 6.2.3.

Airports are requested to provide information covering the seasonal and medium term NOP process

twice a year, in March/April – before summer season and October/November – before winter season,

but updates can be provided anytime. This requires a coordinated input between the ANSP and the

Airport Operator.

This ensures that local airport improvement plans and special events which may potentially impact operations are taken into account in the Network Capacity Planning. The reported information also enables the Network Manager to take the necessary operational measures at due time and ensure that the existing and future airport operations plans are fully considered as the Network is developed.

Finally, the airports are informed about the relevancy of their information to the NOP process and explained why and how the Network Manager uses their input.

This airport reporting process is managed by the Network Manager/Airport Unit and includes a phase of information quality validation on which airports are requested to provide any critical missing information or more details relevant to the NOP (e.g. capacity impact of any local plans).

The information items covered by this reporting/coordination process are labelled below with “source: Airport Unit - Airport Corner database – information provided by airports during Q4 2015”.

Based on the information provided by airports, the regular operational performance monitoring (e.g. delay levels, ATFM or airport slot adherence, traffic grow) and the collaborative work with individual airports, the Network Manager provides recommendation(s) to the airports which may, after close coordination with local authorities, be translated into concrete action plan(s). Refer to “Network Manager Recommendation(s) / Planned Action(s)”.

Scope of information

The following information is reported in the NOP. The airports are sorted in ascending order of Country name and Airport IATA/ICAO code.

1. Traffic Evolution

Actual STATFOR: Actual traffic development from 2011 – 2015. Unit: IFR movements per year.

(source: EUROCONTROL PRISME database)

Base / High / Low STATFOR forecast: Traffic forecast for departures and arrivals 2016 – 2020

(source: EUROCONTROL Seven - Year Forecast February 2016 – Flight Movements and Service Units 2015 – 2021)


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Please refer to the web publication for details:

http://www.eurocontrol.int/sites/default/files/content/documents/official-documents/forecasts/seven-year-flights-service-units-forecast-2015-2021-Sep2015.pdf

Reporting Local - Traffic forecast reported by airports (maximum value)

(source: Airport Unit - Airport Corner database – information provided by the airports in Q4 2015)

2. Coordination Level (Summer / Winter / Local Restrictions)

(source: EUACA website information – Jan 2016)

3. Current Airport Capacity

Capacities for different runways configurations: Current maximum runway capacities for both, arrivals and departures, as well as the global capacity.


4. Input from Airports to Capacity Planning Process

Forecast Capacity: 2015-2020 (movements/year and movements/hour)

Traffic Forecast: 2015-2020 (movements/year)

(source: Airport Unit - Airport Corner database – information used for the calculations has been provided by the airports in Q4 2015)

5. On going and Planned Activities

Airport Activities Impacting Operations: airport local plans which may have an impact in operational efficiency, capacity or demand.

Airport Local Plans with “NM Ops” flag equal “X” are local plans already identified by the Network Manager as requiring close follow-up. They may have a relevant impact in operations. NM mitigation actions may be required to reduce network impact. Most of these local plans are taking place in the coming 6 months, but some later local plans may also be considered.

Special Events Impacting Operations: Special events leading usually to a significant over-demand in the air and on the ground, with negative impact on regular traffic (e.g. major sport events).


Joint EUROCONTROL Projects:

Airport Collaborative Decision Making (CDM) Implementation: describes the status of the project at each individual airport

Continuous Descent Operations (CDO): describes the status of the project at each individual airport

(source: Airport Unit - Airport Corner database - information provided by the airports in Q4 2015 and recent updates from Network Manager A-CDM project teams - January 2015)

6. Weather Management


7. TMA / Approach and Changes foreseen in TMA


8. Traffic mix


9. Available Systems and Future Plans


10. Network Manager Recommendation(s) / Planned Action(s)


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Based on the assessment of the operational performance and specific requirements of each airport, the Network Manager / Airport Unit propose certain improvement actions. Those actions are planned in period 2016-2020 or onwards in coordination with local airport stakeholders.

(source: Network Manager – Airport unit – January 2016)

11. Operational Contacts (Airport Operator / ANSP)

(source: Airport Unit - Airport Corner database – information used for the calculations has been provided by the airports in Q4 2015)


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List of airports: AUSTRIA – VIE/LOWW – Wien Schwechat Airport ................................................................................................ 394 BELGIUM - BRU/EBBR – Brussels National Airport ............................................................................................... 399 BOSNIA AND HERZEGOVINA - SJJ/LQSA - Sarajevo Airport .............................................................................. 403 BULGARIA - SOF/LBSF - Sofia Airport .................................................................................................................. 406 CZECH REPUBLIC - PRG/LKPR – Praha Ruzyne Airport ..................................................................................... 409 DENMARK - CPH/EKCH – Kobenhavn Kastrup Airport ......................................................................................... 414 ESTONIA - TLL/EETN – Tallinn Ulemiste Airport ................................................................................................... 418 FINLAND - HEL/EFHK – Helsinki Vantaa Airport.................................................................................................... 422 FRANCE - CEQ/LFMD - Cannes Mandelieu Airport ............................................................................................... 426 FRANCE - LYS/LFLL - Lyon Saint Exupery Airport ................................................................................................ 428 FRANCE - NCE/LFMN - Nice Airport ...................................................................................................................... 430 FRANCE - CDG/LFPG - Paris-Charles De Gaulle Airport ...................................................................................... 435 FRANCE – ORY/LFPO – Paris Orly Airport ............................................................................................................ 441 GERMANY - SXF/EDDB - Berlin Schönefeld Airport (future Berlin International BER/EDDB) ............................... 443 GERMANY - DUS/EDDL - Dusseldorf Airport ......................................................................................................... 447 GERMANY - FRA/EDDF – Frankfurt Main Airport .................................................................................................. 451 GERMANY - HAM/EDDH - Hamburg Airport .......................................................................................................... 455 GERMANY - MUC/EDDM - Munich Airport ............................................................................................................. 459 GERMANY - STR/EDDS - Stuttgart Airport ............................................................................................................ 463 GREECE - ATH/LGAV - Athinai E. Venizelos Airport ............................................................................................. 467 GREECE - RHO/LGRP – Rhodos Diagoras Airport ................................................................................................ 471 GREECE - HER/LGIR - Iraklion Nikos Kazantzakis Airport .................................................................................... 473 GREECE - CHQ/LGSA - Khania Souda Airport ...................................................................................................... 477 GREECE - KGS/LGKO - Kos Airport ...................................................................................................................... 479 GREECE - YMK/LGMK - Mikonos Airport ............................................................................................................... 481 GREECE - JTR/LGSR - Santorini Airport ............................................................................................................... 483 HUNGARY - BUD/LHBP – Budapest Ferihegy Airport ........................................................................................... 485 IRELAND - DUB/EIDW - Dublin Airport .................................................................................................................. 490 ITALY - LIN/LIML - Milano Linate Airport ................................................................................................................ 495 ITALY - MXP/LIMC - Milano Malpensa Airport ........................................................................................................ 499 ITALY - NAP/LIRN - Napoli Capodichino Airport .................................................................................................... 503 ITALY - PSA/LIRP - Pisa San Giusto Airport .......................................................................................................... 507 ITALY - FCO/LIRF - Rome Fiumicino Airport .......................................................................................................... 509 ITALY - VCE/LIPZ - Venice Airport ......................................................................................................................... 513 LUXEMBOURG - LUX/ELLX - Luxembourg Airport ................................................................................................ 518 MALTA - MLA/LMML - Malta Luqa Airport .............................................................................................................. 522 NETHERLANDS - AMS/EHAM – Amsterdam Schiphol Airport .............................................................................. 524 NORWAY - BGO/ENBR - Bergen Flesland Airport ................................................................................................. 529 NORWAY - OSL/ENGM – Oslo Gardermoen Airport .............................................................................................. 531 NORWAY - SVG/ENZV - Stavanger Sola Airport ................................................................................................... 535 NORWAY - TRD/ENVA – Trondheim Vaernes Airport ............................................................................................ 537 POLAND - WAW/EPWA - Warszawa Chopin Airport.............................................................................................. 539 PORTUGAL - LIS/LPPT - Lisboa Airport ................................................................................................................ 543 PORTUGAL - OPO/LPPR - Porto Airport ............................................................................................................... 547 SERBIA - BEG/LYBE - Belgrade Nikola Tesla Airport ............................................................................................ 551 SLOVAKIA - BTS/LZIB - Bratislava Ivanka Airport.................................................................................................. 556 SLOVENIA - LJU/LJLJ - Ljubljana Airport ............................................................................................................... 558 SPAIN - BCN/LEBL - Barcelona Airport .................................................................................................................. 562 SPAIN - IBZ/LEIB - Ibiza Airport ............................................................................................................................. 566 SPAIN - MAD/LEMD – Madrid Barajas Airport ....................................................................................................... 568 SPAIN - PMI/LEPA - Palma De Mallorca Airport .................................................................................................... 572 SWEDEN - ARN/ESSA – Stockholm Arlanda Airport ............................................................................................. 576 SWITZERLAND - GVA/LSGG - Geneva Airport ..................................................................................................... 580 SWITZERLAND - ZRH/LSZH - Zurich Airport ......................................................................................................... 585 TURKEY - AYT/LTAI - Antalya Airport .................................................................................................................... 589 TURKEY - IST/LTBA – Istanbul Ataturk Airport ...................................................................................................... 591 TURKEY - SAF/LTFJ – Istanbul Sabiha Gökcen Airport ......................................................................................... 596 UNITED KINGDOM - LHR/EGLL - London Heathrow Airport ................................................................................. 598 UNITED KINGDOM - LCY/EGLC – London City Airport ......................................................................................... 603 UNITED KINGDOM - LGW/EGKK – London Gatwick Airport ................................................................................. 605 UNITED KINGDOM - STN/EGSS – London Stansted Airport ................................................................................. 607 UNITED KINGDOM - MAN/EGCC - Manchester Airport ......................................................................................... 609


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1. AUSTRIA – VIE/LOWW – Wien Schwechat Airport

1. TRAFFIC EVOLUTION

Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 0.09% -1.02% -5.34% -0.18% -1.91%

Base [STATFOR] 1.44% 1.80% 2.00% 1.85% 2.09%

High [STATFOR] 3.19% 3.07% 2.88% 1.80% 4.00%

Low [STATFOR] -0.99% -0.12% 0.60% 0.59% 0.73%

Reporting Local Confidential Confidential Confidential Confidential

2. COORDINATION LEVEL

Summer Winter Local Restrictions

Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season yes


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3. CURRENT AIRPORT CAPACITY

Capacities for different runway configurations

Runway Configuration Max Arrivals Max Departures Global Optimum

ARR RWY 11/16 DEP RWY 16 48 50 68 No

ARR RWY16 DEP RWY29 48 50 68 Yes

ARR RWY34 DEP RWY29 48 50 68 No

ARR RWY 11 DEP RWY 16 48 50 68 No

ARR RWY 16 DEP RWY 29/16 48 50 68 No

ARR RWY 34 DEP RWY 29/34 48 50 68 No

Additional Information: Single RWY capacities: 36/36/48 in case of simultaneous use of RWY 11 and RWY 16 for arrivals (appropriate weather conditions required), arrival capacity is higher, tactical regulations will be initiated whenever simultaneous use is possible. These values are reflecting the airport capacity coordination parameters. The ATC values reported to NMOC may be more restrictive than the airport capacity values. Still, depending on weather and other circumstances higher capacity values may be reported to NMOC on daily base.

Terminal Capacity (passengers/year): 30-32 million.

4. INPUT FROM AIRPORTS TO CAPACITY PLANNING PROCESS

Year 2016 2017 2018 2019 2020

Forecast Capacity

Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour

Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential

Traffic Forecast

Mvts/Year Mvts/Year Mvts/Year Mvts/Year Mvts/Year

Confidential Confidential Confidential Confidential N/A

N/A: Airport did not report the information

5. ON GOING & PLANNED ACTIVITIES

5.1. Airport Events

NM Follow-up

Event Description Start Date/Time End Date/Time Type Additional Information

Redesign of AMAN functionality 2013 2017 System Change

Operational Procedure Change

ON HOLD. According to the ATM System Plans, the application of AMAN functionality will be decided by end 2017, based on the new ATM System (TOP Sky) and dependent on business cases.


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The AMAN functionality can definitely help to provide a better predictability, but will not have a measurable impact on capacity either.

Benefit Description Start Date/Time End Date/Time Additional Impact Information

Reduction of TMA bottlenecks 2014

NM Follow-up


X Redevelopment works of RWY 11/29 scheduled for 6-7 weekends

01/04/2016 19/06/2016 Maintenance

NM Follow-up


X Cut Over and Implementation of (NG-AATMS) New ATM System (TopSky) for TWR and APP Vienna

28/11/2015 07/01/2016 Special Event

System Change Cut Over during the night from 27.11 to 28.11.2015.

5.2. Joint EUROCONTROL Projects

Airport CDM Implementation

Local Airport CDM Implementation

Memorandum of Understanding: No. Local Implementation Finalised: Yes.

Integration of Airports into the network (DPI,FMU)

FUMs used by your airport: Yes. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: On going. Planned for 2017.

Continuous Descent Operations (CDO)

Status: Implemented.

6. WEATHER MANAGEMENT

Most frequent adverse conditions affecting airport capacity:

- Low Visibility: 135 hours/year; 27 days/year.

- Strong winds: 29 hours/year; 12 days/year.


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7. TMA / APPROACH

7.1. Airport capacity constrained by TMA/Approach: No.

Additional information: Airport capacity is limited by the maximum runway capacity (in fact maximum 44 arrival/hour, but 48 arrival/hour published by airport). If the demand is higher than the capacity, we initiate tactical regulation for ARR LOWW; otherwise traffic would have to hold within TMA LOWW. However, TMA capacity could be increased, but airport capacity would not be affected as we are limited by other factors like runway occupancy time, traffic mix (heavy/medium), etc.

7.2. Changes foreseen in TMA: a) TMA structure dependant on the very close vicinity to the FIR border and to adjacent units. b) Capacity constraints due to environmental obligations with regard to runway usage plan and SID routeings. Enhanced departure spacing.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No major changes took place, but currently we can observe a slight growth by wide-body aircraft.

8.2. A380

Current status: Airside infrastructure and aircraft ramp handling activities in planning. Runway 16/34, taxiways and apron stands ready for A380 operations. Next steps: We plan to accommodate A380 in two steps: Step 1 - apron accommodation (remote stands), Step 2- accommodation at Pier North (planning process in progress). Number of movements per day and per hour: Currently no regular operations of A380.

8.3. Passengers

Final destination passengers: 70%. Transfer passengers: 30%.

9. AVAILABLE SYSTEMS AND FUTURE PLANS

Surface Movement Radar (SMR)

- Basic SMR: Available in TWR: Yes. Available in APP: Yes.

- A-SMGCS (level 1): Available in TWR: Yes. Available in APP: Yes.


Use of downloadable Mode-S link: Available in TWR: No. Available in APP: No.

Electronic Strips: Available in TWR: Yes. Available in APP: No. Comment: new ATM system implemented in Q4 2015.

AMAN: Available in TWR: No. Available in APP: No.

DMAN: Available in TWR: Yes. Available in APP: No.

Spacing support tools in OPS: Available in TWR: No. Available in APP: No.


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10. NETWORK MANAGER RECOMMENDATIONS / PLANNED ACTIONS

Airport Capacity and Performance (ACAP): No actions foreseen so far.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation - planned for 2017.

11. LOCAL OPERATIONAL CONTACTS

Airport Operator ANSP

Anton Pfeffer- Head of Infrastructure/ Capacity Planning & Simulation [email protected]

Dariusz Graniczkowski- Infrastructure/ Capacity Planning & Simulation [email protected]

Haris Usanovic- Austrocontrol GmbH Air Traffic Management / Expert Terminal Coordination [email protected] Thomas KIHR - Austrocontrol GmbH Air Traffic Management / Manager Integrated Capacity Management [email protected]


28/06/2016 399

2. BELGIUM - BRU/EBBR – Brussels National Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.21% -4.41% -3.16% 6.75% 3.53%

Base [STATFOR] 3.06% 1.64% 1.81% 1.85% 2.04%

High [STATFOR] 4.93% 3.17% 2.85% 0.11% 0.00%

Low [STATFOR] 0.69% -0.20% 0.43% 0.50% 0.66%

Reporting Local Confidential Confidential Confidential Confidential Confidential





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06:00 - 06:59 (LT) 45 No

07:00 - 22:59 (LT) 48 44 74 Yes

23:00 - 05:59 (LT) Noise Driven No

Additional Information: Runway designators for EBBR: 25L/25R/07L/07R/01/19.

Terminal Capacity (passengers/year): Airport did not provide the information so far.


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


Confidential Confidential Confidential Confidential Confidential


5.1. Airport Events: Nothing reported by the airport so far.




Memorandum of Understanding: Yes. Local Implementation Finalised: Yes.


FUMs used by your airport: Yes. DPI Operational Evaluation (testing): Yes. DPIs fully operational: Yes. Current Status: Completed.




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- Low Visibility: Airport did not provide the information about the average number of days/year and hours/year.

- Snow/ice: Airport did not provide the information about the average number of days/year and hours/year.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: the working methods will be adapted as we do all the time to improve our service to AO's and other parties. New project running to reorganise the sectorisation in the lower airspace.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: The traffic mix is studied as soon as the parameters are communicated by the new schedules (summer or winter). This is still standard procedure.

8.2. A380

Current status: Capable only for exceptionally authorised flights. Next steps: New terminal and taxiways are planned. Number of movements per day and per hour: Airport did not provide the information so far.

8.3. Passengers

Final destination passengers: Not available. Transfer passengers: Not available.





- A-SMGCS (level 2): Available in TWR: No. Available in APP: No.

Use of downloadable Mode-S link: Available in TWR: Yes. Available in APP: Yes. Comment: Only selected altitude is used.

Electronic Strips: Available in TWR: Yes. Available in APP: Yes.

AMAN: Available in TWR: No. Available in APP: Yes. Comment: Since 2009.

DMAN: Available in TWR: Yes. Available in APP: No. Comment: Used especially during adverse conditions.

Spacing support tools in OPS: Available in TWR: Yes. Available in APP: Yes.


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Airport Capacity and Performance (ACAP): Capacity assessment should be considered. Efforts to establish a process on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level will continue.

Airport Collaborative Decision Making (A-CDM): A-CDM fully implemented. The Network Manager will provide further support as required.



Lode Ketele - Head of Aiside Services +32 2 753 68 09 [email protected] Piet Demunter - Director Strategic Development +32 2 753 43 18 [email protected]

DHeuvaert Guy - Belgocontrol - A-CDM +32 2 206 25 02 [email protected]


28/06/2016 403

3. BOSNIA AND HERZEGOVINA - SJJ/LQSA - Sarajevo Airport

Limited information available – Airport has recently joined the regular EUROCONTROL reporting process.


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -13.39% -10.34% 4.67% 8.31% -8.48%

Base [STATFOR] 8.14% 0.79% -0.01% -0.01% -0.01%

High [STATFOR] 9.00% 0.00% -0.01% -0.01% 0.00%

Low [STATFOR] 4.20% 2.63% 1.90% -0.01% -0.01%

Reporting Local Confidential



Data not available. Data not available. Data not available.


28/06/2016 404




12/30 Airport did not provide the information so far.

Terminal Capacity (passengers/year): 1 million.


Year 2016 2017 2018 2019 2020

Forecast Capacity


5.990 N/A 5.645 N/A 5.645 N/A 5.645 N/A 5.645 N/A

Traffic Forecast


Confidential N/A N/A N/A N/A


Additional Information: Airport Sarajevo is SLOT coordinate airport due to capacity limitation (gates, aircraft stands and check-in counters).


5.1. Airport events: Nothing reported by the airport so far.


Advanced ATC Tower Implementation: No Advanced ATC Tower plans. Airport CDM Implementation: No A-CDM plans.

Continuous Descent Operations (CDO): Not Planned.




- Strong winds: Airport did not provide the information about the average number of days/year and hours/year.

- Snow/ice: 40 days/year.


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7. TMA / APPROACH


7.2. Changes foreseen in TMA: Airport did not provide the information so far.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: Airport did not provide the information so far.

8.2. A380

Current status: No capability to accept. Next steps: Airport did not provide the information so far.

8.3. Passengers



Airport did not provide the information so far.



Airport Collaborative Decision Making (A-CDM): No actions foreseen so far.


Airport Operator

Vahidin Zukanovic - Safety Manager +387 33 289 126 [email protected]


28/06/2016 406

4. BULGARIA - SOF/LBSF - Sofia Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -0.05% -7.86% -7.59% 3.70% 5.53%

Base [STATFOR] -2.64% 3.49% 5.03% 3.86% 3.95%

High [STATFOR] 0.16% 6.07% 6.99% 5.57% 5.97%

Low [STATFOR] -5.52% 1.26% 3.41% 2.26% 2.28%

Reporting Local 5.00% 2.00% 3.00% 2.50% 2.50%



Schedules Facilitated (Level 2) Whole season Schedules Facilitated (Level 2) Whole season yes


28/06/2016 407




27/9 11 11 22 Yes

Terminal Capacity (passengers/year): Terminal 1: 1.8 million; Terminal 2: 2.8 million; Total: 4.6 million.


Year 2016 2017 2018 2019 2020

Forecast Capacity


192.720 22 192.720 22 192.720 22 N/A N/A N/A N/A

Traffic Forecast


45.598 46.510 47.906 49.103 50.331

N/A: Not Available.

Additional Information: Sofia Airport does not possess with capacity forecast data for the period after 2018. The information cannot be provided by anticipation till the new Master Plan for Sofia Airport infrastructure development is worked out and approved by Bulgarian Ministry of Transport. The approval of new Master Plan depends on Bulgarian Government action plan.




Airport CDM Implementation: Airport did not provide the information so far.

Continuous Descent Operations (CDO): Airport did not provide the information so far.




7. TMA / APPROACH



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8. TRAFFIC MIX

8.1. A380

Current status: Currently, no operations of A380 flights to Sofia Airport. Next steps: No planned flights to Sofia Airport operated by A380 for the next S'2016 season.

8.2 Passengers








Airport Operator

Stefan N. Likov - Senior Expert - Safety Management Department [email protected] +359 2 937 2142


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5. CZECH REPUBLIC - PRG/LKPR – Praha Ruzyne Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -3.31% -12.86% -2.53% -2.87% 2.06%

Base [STATFOR] 6.84% 3.77% 2.95% 3.67% 4.04%

High [STATFOR] 11.17% 7.29% 5.90% 6.52% 7.17%

Low [STATFOR] 2.91% 0.73% 0.59% 1.40% 1.73%






28/06/2016 410




RWY 06/24 33 ARR / 60 min 33 DEP / 60 min 46 MVT / 60 min No

RWY 12/30 38 MVT / 60 min No

Additional Information: Movements on runway from 04:00 to 19:55 UTC: 0400 – 1955 UTC = 3 ARR+3 DEP/5min; 33 ARR/60 min; 46 total movements/60min. Movements on RWY from 20:00 to 03:55 UTC: night noise curfew - stipulated noise limit of 48 movements during the night period; take-offs and landings solely for the aircraft types stated in the Bonus List.

- 20:00 - 21:55UTC - 28 movements/120 min, - 22:00 - 23:55UTC - 6 movements/120 min, - 00:00 - 01:55UTC - 2 movements/120 min, - 02:00 - 03:55UTC - 12 movements/120 min.

Runway 12/30 and runway 06/24 are not operated in parallel. Runway 12/30 is used only if RWY 06/24 is not available. We don't have limitations about maximum arrivals and departures for runway 12/30. Optimum capacity would be operated if: runway 06/24 is used for arrival and departure, and runway 30 for selected departures. This is only used as reserve capacity.

Terminal Capacity (passengers/year): 15.5 million.


Year 2016 2017 2018 2019 2020

Forecast Capacity


180.000 46 Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential

Traffic Forecast




5.1. Airport Events

NM Follow-up

Event Description Start

Date/Time End Date/Time Type Additional Information

X

Reconstruction of taxiway F. The reconstruction works are planned in two phases with different impacts. On each phase will be issued AIP SUP according to the AIRAC calendar.

15/03/2016 08:00

10/06/2016 15:00

Maintenance

The event takes place during off-peak summer season and no impact on capacity is expected. The second runway 12/30 (3250m) will be available without any restrictions.


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Temporary Negative Impact Description Start

Date/Time End Date/Time Additional Impact Information

- RWY 06 closed for ARR and DEP; - RWY 24 shortened to 3115 m (TORA = 3115 m, TODA = 3175 m, ASDA = 3115 m, LDA = 3115 m); - RWY 06/24 closed between THR 06 and TWY E; - TWY F closed between RWY 06/24 and TWY E.

15/03/2016 08:00

22/03/2016 18:00

Temporary Negative Impact Description Start


- RWY 06 closed for ARR and DEP except emergency ARR - TWY F closed between HP CAT II/III and TWY D - TWY E closed - RWY 24 in full length - Exit from RWY 24 possible only via: TWY C - LDA = 1325 m, TWY D - LDA = 2070 m.

22/03/2016 18:00

10/06/2016 15:00

NM Follow-up



X One additional Rapid Exit Taxiways for runway 06/24 2019 2019 Infrastructure Change Operational Procedure

Change

Preliminary date.

RWY 06/24 - restricted operations during construction.

NM Follow-up



X Parallel RWY 06R/24L 2023 2025

Capacity Enabler Efficiency Enabler

Infrastructure Change TMA Change

RWY 12/30 closed during construction or restricted operations. Several TWYs closed during construction.

Benefit Description Start


Declared capacity 60 MVT/h 2025






FUMs used by your airport: No. DPI Operational Evaluation (testing): Yes. DPIs fully operational: Yes. Current Status: Completed.


Status: Not Planned.


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- Snow/ice: Figures for the average number of days/year and hours/year are not available.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: No.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: Without significant changes.

8.2. A380

Current status: Airport certified by CAA CR for A380 operations since 2013. A Safety Study for "Critical ACFT Types" including A380 conducted in 2010/2011. Operational procedures for A380 ground operations developed and published in 2011, including Ground Movement Chart, Follow Me Guidance, and Special RWY Inspections. OCA study finished. Triple bridge for A380 - in operation since the summer season 2015.

8.3. Passengers

Final destination passengers: 97,5%. Transfer passengers: 2,5%.



- Basic SMR: Available in TWR: Yes. Available in APP: No.


- A-SMGCS (level 2): Available in TWR: Yes. Available in APP: No.

Use of downloadable Mode-S link: Available in TWR: Yes. Available in APP: Yes.

Electronic Strips: Available in TWR: Yes. Available in APP: No.


DMAN: Available in TWR: No. Available in APP: No.


28/06/2016 413

Spacing support tools in OPS: Available in TWR: Yes. Available in APP: Yes. Future plans: AST - approach separation tool.


Airport Capacity and Performance (ACAP): Efforts to establish a process on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level will continue.

Airport Collaborative Decision Making (A-CDM): A-CDM fully implemented. The Network Manager will continue to provide support as required.



Miroslav Charvat - Airport Engineer - Operations Strategy Management [email protected]

Zdenek Nohava - Deputy Director - ANS Planning and Development [email protected]

Vladimir Bohac - Operational Division [email protected]

Ladislav Cermak - ANS expert - ANS Planning and Development [email protected]


28/06/2016 414

6. DENMARK - CPH/EKCH – Kobenhavn Kastrup Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 3.21% -4.21% 0.79% 2.78% 1.21%

Base [STATFOR] 0.83% 1.77% 1.85% 1.73% 2.19%

High [STATFOR] 2.50% 3.22% 2.80% 2.56% 3.42%

Low [STATFOR] -1.37% -0.25% 0.46% 0.42% 0.56%




Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season no


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22L/R 48 48 83 Yes

04L/R 48 48 83 Yes

12/30 + 22R/04L 48 48 83 No

12/30 20 20 36 No

Additional Information: The capacity is determined tactically based on the weather conditions and runway configurations on the given day. Usually it is only changed when operating single runway or in bad weather. There is an option to use a crossing runway 12/30 when the crosswind is too strong for the optimal configuration of either 04 L/R or 22 L/R as runway 12/30 intersects with runway 04R/22L.

Terminal Capacity (passengers/year): Overall capacity of Terminal facilities, including current capacity expansion projects, is approx. 30 million, with options to further expand to 40 million.


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast





5.1. Airport Events

NM Follow-up


X Renewal of pavement of taxiway P in stages 09/04/2016

21:00 14/05/2016

04:00 Maintenance

Aircraft stands adjacent to affected part of TWY P will be closed. Operators cannot expect the usual allocation of aircraft stands, however capacity will not be critical.


28/06/2016 416




Memorandum of Understanding: No. Local Implementation Finalised: No.


FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: On going. Planned for Q4 2016.





- Low Visibility: 15 days/year.

- Strong winds: 15 days/year.


- CB: 15 hours/year.

7. TMA / APPROACH



8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No - only a slight increase in aircraft size.

8.2. A380

Current status: Not ready. Next steps: Will be implemented in masterplan.

8.3. Passengers



28/06/2016 417






Use of downloadable Mode-S link: Available in TWR: Unknown. Available in APP: Unknown.


AMAN: Available in TWR: Yes. Available in APP: Yes.


Spacing support tools in OPS: Available in TWR: Unknown. Available in APP: Unknown.


Airport Capacity and Performance (ACAP): Efforts to establish a process on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level will continue.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation - planned for Q4 2016. TEN-T funded airport.



Simon Thoustrup, Process Manager

+45 3231 3302

[email protected] Thomas Arndt Petersen

+45 32312328

[email protected]

Dorte Friis - FMP Manager - Naviair

+45 3247 8224

[email protected]


28/06/2016 418

7. ESTONIA - TLL/EETN – Tallinn Ulemiste Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 20.23% 24.55% -23.83% -0.02% 7.93%

Base [STATFOR] -0.62% 3.26% 2.69% 3.65% 3.97%

High [STATFOR] 3.28% 6.53% 5.35% 6.26% 6.99%

Low [STATFOR] -4.62% 0.61% 0.50% 1.56% 1.64%

Reporting Local 4.00%





28/06/2016 419




26 10 10 20 No

08 10 10 20 No

Additional Information: According to low visibility take-off (LVTO) procedure maximum number of departures is limited in bad weather conditions.



Year 2016 2017 2018 2019 2020

Forecast Capacity


54.000 20 54.000 20 54.000 20 54.000 20 65.000 30

Traffic Forecast


38.667 N/A N/A N/A N/A



5.1. Airport Events

NM Follow-up


X

Reconfiguration of the RWY, TWY, apron and AGL system. Construction plans still under planning stage. The airport will be operational during construction works, but restrictions to aerodrome layout and operational hours. Works planned in 4 main constructions stages (Apr-Nov 2016 and Apr-Nov 2017) to ensure minimum impact on everyday operations.

04/2016 10/2016 Infrastructure Change

Maintenance

All details for AIP/SUP will be issued well in advance.

NM Follow-up


X

Reconfiguration of the RWY, TWY, apron and AGL system. Construction plans still under planning stage. The airport will be operational during construction works, but restrictions to aerodrome layout and operational hours.

04/2017 10/2017 Infrastructure Change

Maintenance

All details for AIP/SUP will be issued well in advance. Night time restrictions to flight operations are expected.


28/06/2016 420

Works planned in 4 main constructions stages (Apr-Nov 2016 and Apr-Nov 2017) to ensure minimum impact on everyday operations.







- Low Visibility: Figures for the average number of days/year and hours/year are not available.


7. TMA / APPROACH

7.1. Airport capacity constrained by TMA/Approach: No


8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No significant changes.

8.2. A380

Current status: No A380 operations. Next steps: None.

8.3. Passengers





28/06/2016 421






Tallinn Airport Ltd. Postal address: Lennujaama tee 12, 11101 Tallinn, Estonia Phone: +372 605 8701 Fax: +372 605 8433 SITA: TLLXT8X AFS: EETNZXZX URL: www.tallinn-airport.ee

Estonian Air Navigation Services Postal address: Kanali tee poik 3, 10112 Rae kula, Rae vald, Harjumaa, Estonia Phone: +372 625 8230 Fax: +372 625 8200 E-mail: [email protected] URL: www.eans.ee


28/06/2016 422

8. FINLAND - HEL/EFHK – Helsinki Vantaa Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 12.69% -10.53% -2.27% -0.09% 0.74%

Base [STATFOR] -0.38% 1.09% 1.66% 1.47% 1.82%

High [STATFOR] 2.19% 3.27% 3.40% 3.07% 3.73%

Low [STATFOR] -3.01% -0.83% 0.22% 0.09% 0.31%



Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season Data not available.


28/06/2016 423




0700-2000 Parallel 22 / 04 48 42 80 Yes

0530-0700 Parallel 22 / 04 36 40 76 No

2000-0030 Parallel 22 / 04 36 40 76 No

0030-0530 All runways 10 10 10 No

ARR 15, DEP 22R and 22L 36 40 76 No

Single runway 22R, 22L, 15, 04R 36 40 40 No

Additional Information: Capacity is mainly based on the operating hours. Times above are local times. Independent parallel operations are currently approved by the environmental officials only during the afternoon peak 1400-1900 local time. Full capacity is needed for 2-3 hours a day. The rest of the time figures are only theoretical.



Year 2016 2017 2018 2019 2020

Forecast Capacity


592.030 80 592.030 80 592.030 80 592.030 80 592.030 80

Traffic Forecast


N/A N/A N/A N/A N/A


Additional Information: No foreseen need to increase yearly or hourly global capacity. The yearly and daily capacity exceeds the demand. The bottlenecks are couple of departure and arrival in peak hours.








28/06/2016 424










- CB: Figures for the average number of days/year and hours/year are not available.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: Not available.

8. TRAFFIC MIX

8.1. A380

Current status: Ready to accept 380 (two at the time). No gate (bridge) positions available. Two outer parking stands available with the bus transport for the passengers. Next steps: No plans. Number of movements per day and per hour: 0.

8.3. Passengers






28/06/2016 425


- A-SMGCS (level 2): Available in TWR: On going Implementation. Available in APP: On going Implementation. Future plans: Delayed until Q3 2016.

Use of downloadable Mode-S link: Available in TWR: Unknown. Available in APP: Unknown. Future plans: Delayed until further notice.



DMAN: Available in TWR: Yes. Available in APP: Yes. Future plans: Sequencer part of CDM.






Airport Operator and ANSP

Timo Suorto - FMP Deputy Manager / Planning Manager - ATCC Finland tel. +358 20 7080 3372 mob.+358 40 5071080 [email protected]


28/06/2016 426

9. FRANCE - CEQ/LFMD - Cannes Mandelieu Airport

Limited information available – Airport is not yet participating in the regular EUROCONTROL reporting process.


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 0.47% -6.00% 0.41% -2.36% 1.19%

Base [STATFOR] 1.52% 1.93% 2.01% 1.99% 2.25%

High [STATFOR] 3.11% 2.72% 2.65% 2.49% 2.49%

Low [STATFOR] -0.47% 1.05% 1.30% 1.41% 1.75%





28/06/2016 427


Airport Capacity and Performance (ACAP): Continued the Network Manager recommendations for closer analysis in cooperation with the French ANSP, the slot coordination office and the Airport Operator in order to assess the reasons for delays and identifying potential mitigation measures.



28/06/2016 428

10. FRANCE - LYS/LFLL - Lyon Saint Exupery Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 1.22% -1.36% -2.84% -6.93% 0.39%

Base [STATFOR] -1.30% -0.14% 0.11% 0.71% 0.99%

High [STATFOR] 0.22% 1.50% 0.93% 0.77% 1.83%

Low [STATFOR] -3.45% -1.84% -1.19% -0.63% -0.40%





28/06/2016 429


Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Lyon airport related to non-compliance with airport slot.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support to A-CDM implementation - planned for Q4 2016. TEN-T funded airport.


28/06/2016 430

11. FRANCE - NCE/LFMN - Nice Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 5.93% 3.55% -1.54% -2.56% -0.53%

Base [STATFOR] 1.44% 1.37% 1.57% 1.46% 1.81%

High [STATFOR] 2.98% 2.09% 2.13% 1.87% 2.28%

Low [STATFOR] -0.72% -0.05% 0.43% 0.45% 0.75%





28/06/2016 431




Two dependant parallel RWYs: 04R/22L - 04L/22R 30 (Scheduled) 30 (Scheduled) 50 (Scheduled) No



Year 2016 2017 2018 2019 2020

Forecast Capacity


N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

Traffic Forecast


N/A N/A N/A N/A N/A



5.1. Airport Events

NM Follow-up


X Runway 04L/22R Closed for maintenance and extra-wide runway work.

01/02/2016 26/03/2016 Efficiency Enabler

Infrastructure Change Maintenance

Capacity Impact Start Date/Time End Date/Time Additional Impact Information

Arrival Departure Global

TBD TBD 20 mvts/h 01/02/2016 26/03/2016 RWY 04L/22R closed. Only one runway in use. NM

Follow-up Event Description Start Date/Time End Date/Time Type Additional Information

X ILS Glide slope at runway 04R maintenance. Closure of the runway 04R/22L.


Maintenance



TBD TBD 20 mvts/h 04/10/2016 07/10/2016 RWY 04R/22L closed. Only one runway in use.

NM Follow-up


X ILS Localiser at runway 04R maintenance. Closure 10/10/2016 14/10/2016 Efficiency Enabler


28/06/2016 432

of the runway 04R/22L closure. Maintenance



20 mvts/h 10/10/2016 14/10/2016 Runway 04R/22L closed. Only one runway in use. NM


X Closure of the runway 04R/22L for maintenance and for 22L RESA consistency with standards.

24/10/2016 25/11/2016 Infrastructure Change

Maintenance



20 mvts/h 24/10/2016 25/11/2016 Runway 04R/22L closed. Only one runway in use.

NM Follow-up


X Runway maintenance 28/11/2016 23/12/2016 Efficiency Enabler




20 mvts/h 28/11/2016 23/12/2016 Runway 04L/22R closed. Only one runway in use. NM


X Maintenance on the runway 04L/22R 02/01/2017 17/03/2017 Efficiency Enabler

Maintenance



20 mvts/h 02/01/2017 17/03/2017 Runway 04L/22R closed. Only one runway in use.


Advanced ATC Tower Implementation


FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Comments: On Going. Planned for Q3 2016.



Memorandum of Understanding: Yes. Local Implementation Finalised: No.


28/06/2016 433


FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: On going. Planned for 2018.


Status: Airport did not provide the information so far.




- Strong winds: Figures for the average number of days/year and hours/year are not available.

7. TMA / APPROACH

7.1. Airport capacity constrained by TMA/Approach: Airport did not provide the information so far.


8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: Airport did not provide the information so far.

8.2. A380: Airport did not provide the information so far.

8.3. Passengers




- Basic SMR: Available in TWR: Unknown. Available in APP: Unknown.

- A-SMGCS (level 1): Available in TWR: On going Implementation. Available in APP: On going Implementation.


Use of downloadable Mode-S link: Available in TWR: Unknown. Available in APP: Unknown.

Electronic Strips: Available in TWR: No. Available in APP: No. Future plans: Expected in the coming years.


28/06/2016 434


DMAN: Available in TWR: No. Available in APP: No. Future plans: Expected in the coming years.



Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Nice airport related to non-compliance with airport slot.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards Advanced ATC Tower implementation - planned for Q3 2016. This is a first step towards full A-CDM implementation which The Network Manager will also support - planned for 2018.




28/06/2016 435

12. FRANCE - CDG/LFPG - Paris-Charles De Gaulle Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 2.82% -3.16% -3.91% -1.47% 0.94%

Base [STATFOR] 0.71% 1.36% 1.23% 1.67% 2.37%

High [STATFOR] 2.28% 2.93% 2.66% 2.31% 3.07%

Low [STATFOR] -1.59% -0.62% -0.24% 0.21% 0.81%






28/06/2016 436




2 pairs of parallel runways: 09R/27L-7L-09L/27R and 08L/26R-08R/26L

64 (scheduled) 70 (scheduled) 120 (scheduled) No

Additional Information: Normal ATFCM arrival declared capacity: 69 to 72. Current achieved arrival peak: 79. Current achieved departure peak: 79. Current achieved global peak: 141. Each basic 4 runways configuration (landings on outer RWYs, departures on inner RWYs) has the same capacity figures.



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast




5.1. Airport Events

NM Follow-up


Runway Status Lights (RELs and THLs) is installed on RWY 09R/27L and on RWY 08L/26R

03/05/2010 30/06/2017 System Change

RWSL system expected to be in service on 09R/27L in spring/summer 2016 and on 08L/26R in first half of 2017. Construction works completed for installation of RELs and THLs.

NM Follow-up


X

WIDAO (Wake Vortex Independent Departure and Arrival Operations on CSPRs) - new step of relaxation of WV constraints between departures on inner RWYs and arrival on outer RWYs. It will be about A380 operations.

2014 Q4 2016 Q4



The current number of CDG A380 operations now allows recording data for this aircraft type; this recording of data has started.


Improved departure capacity*/reduced delays-reduced congestion close to thresholds. *difficult to estimate because of small number of

2016


28/06/2016 437

A380s

NM Follow-up


X RECAT-EU implementation 2014 Q1 2016



Technical changes for ATCO's radar displays and stripping prepared from summer 2014 up to autumn 2015 with the objective of implementing RECAT-EU in 2016, distance-based separations for all traffic in the air. Time-based separations for take-offs will be implemented in a second phase.


Increasing arrival capacity of about 6% in 2017 and about 8% (compared to current one) in 2018-2020 period. Significant increase in departure capacity.

Q1 2016 2020

NM Follow-up


X Replacement of both ILS of RWY 08L/26R 05/2016 10/2016 Maintenance

Temporary Negative Impact Description Start Date/Time End Date/Time Additional Impact Information

RNAV procedures (LNAV/VNAV, LPV, LNAV) and VOR/DME PGS procedures only available on RWY 08L/26R from 18/07/16 to 11/10/16. LOC procedures, RNAV procedures and VOR/DME PGS procedures available on RWY 08L/26R from May to mid-July.

05/2016 10/2016

NM Follow-up


X RWY 08L/26R resurfacing 18/07/2016 11/10/2016 Maintenance



TBD TBD TBD 18/07/2016 11/10/2016 RWY 08L/26R closed. RWY 08L/26R ILS replacement in the meanwhile.






28/06/2016 438






28/06/2016 439



- Low Visibility: About 4% of time RVR is below 600m or ceiling below 200ft.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: A study with the objective of improving CDG and satellite airports arrival and departure tracks on the north side of CDG will be launched in 2016.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No major changes.

8.2. A380

Current status: A380 operated by AFR, UAE, SIA, KAL, THA, QTR. Next steps: Increased number of flights operated by the above airlines. Other airlines might start A380 operations in the coming years. Number of movements per day and per hour: About 30 movements/day for the winter season 2015/2016.

8.3. Passengers






Electronic Strips: Available in TWR: No. Available in APP: No.





Airport Capacity and Performance (ACAP): Continued cooperation with Paris Charles de Gaulle airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level. The Network Manager will provide support for implementing AOP/NOP. Continued support to


28/06/2016 440

RECAT-EU implementation, awareness documentation is produced.




Regis Lacote [email protected] Laurent Parriaud [email protected] Kamal Amri [email protected] Sébastien Camelis [email protected]

Jean Jezequel [email protected] Jean-Marc Flon [email protected]

Philippe Gimenez [email protected]


28/06/2016 441

13. FRANCE – ORY/LFPO – Paris Orly Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 5.54% 0.92% -0.18% -1.09% 1.40%

Base [STATFOR] -1.45% 0.35% -0.79% -1.14% 1.05%

High [STATFOR] 0.02% 1.27% 0.60% -0.67% 0.06%

Low [STATFOR] -3.76% -1.62% -2.43% -1.88% 0.25%





28/06/2016 442


3.1. Airport Events

NM Follow-up


X Renewal of the main runways 2016 2016 Maintenance

Runway closure foreseen. Detailed planning will be communicated by Paris Orly in February 2016. Close coordination will take place with the Network Manager.


Airport Capacity and Performance (ACAP): Efforts to establish a process on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level will continue. This includes strategic information provision via the Airport Corner. The Network Manager will closely coordinate on operational impact of a major infrastructure project taking place in 2016 at the airport.

Airport Collaborative Decision Making (A-CDM): Advanced ATC Tower implemented. The Network Manager will continue to provide support towards A-CDM implementation - planned for Q2 2016.


28/06/2016 443

14. GERMANY - SXF/EDDB - Berlin Schönefeld Airport (future Berlin International BER/EDDB)


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -1.91% -2.61% -8.71% 6.18% 11.20%








single runway (07L/25R) 20 20 26 No


28/06/2016 444



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast




5.1. Airport Events

NM Follow-up


X New Berlin Brandenburg International Airport 2006

Airport Traffic Switch Infrastructure Change

System Change Operational Procedure

Change TMA Change

At the implementation date, the airport Berlin Tegel will be closed and traffic will be shifted to Berlin Schönefeld. Start-up for EDDB aka "BER" is expected by the start of the winter-flight-plan-period 2017/2018.


Possible ATFM Regulations due to acclimatization of ACC and TWR staff (new airspace C structure and DEP/ARR procedures).

TBD TBD



61 mvts/h 72 mvts/h 125 mvts/h TBD TBD Capacity values are not yet agreed.

5.2. Special Events

NM Follow-up


X

The ILA Berlin Air Show (Internationale Luft - und Raumfahrtausstellung) combines a major trade exhibition for the aerospace and defence industries with a public air show. It is held every even year at the Airport Berlin-Schönefeld (ExpoCenter).

31/05/2016 05/06/2016 Special Event




28/06/2016 445






Status: Not Implemented. Airport did not provide any additional information about their plans.





7. TMA / APPROACH

7.1. Airport capacity constrained by TMA/Approach: No

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No significant changes expected.


8.3. Passengers

Final destination passengers: Airport did not provide the information so far. Transfer passengers: Airport did not provide the information so far.





- A-SMGCS (level 2): Available in TWR: On going Implementation. Available in APP: No.




28/06/2016 446

AMAN: Available in TWR: No. Available in APP: On going Implementation.

DMAN: Available in TWR: No. Available in APP: Airport did not provide the information so far.







Boris Breug +49 30 6091 10100 +49 170 783 97 03 [email protected]

Michael Schwaderer +49 (0) 6103 707 1574 [email protected]


28/06/2016 447

15. GERMANY - DUS/EDDL - Dusseldorf Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 2.85% -2.00% -2.95% -0.12% -0.26%

Base [STATFOR] -0.55% 1.20% 1.57% 0.96% 1.16%

High [STATFOR] 1.11% 2.57% 2.39% 1.85% 2.27%

Low [STATFOR] -2.64% -0.40% 0.48% -0.05% 0.08%






28/06/2016 448




2 parallel runways 33 36 43 - 47 No

Additional Information: Due to legal restrictions the capacity in a general manner and the usability of RWY23L/R is limited.



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast




5.1. Airport Events

NM Follow-up


Extension of Terminal Area C with reconstruction of major parts of the apron

TBD TBD Infrastructure Change










28/06/2016 449


Most frequent adverse conditions affecting airport capacity: Airport did not provide the information so far.

7. TMA / APPROACH



8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No.

8.2. A380

Current status: One A380 terminal position is available. Next steps: Airport did not provide the information so far. Number of movements per day and per hour: Maximum 2 movements planned per day.

8.3. Passengers





- A-SMGCS (level 1): Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.

- A-SMGCS (level 2): Available in TWR: On going Implementation. Available in APP: No. Future plans: Implementation in 2018.

Use of downloadable Mode-S link: Available in TWR: Yes. Available in APP: Airport did not provide the information so far.

Electronic Strips: Available in TWR: Yes. Available in APP: On going Implementation. Future plans: Implementation in 2017.

AMAN: Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.




Airport Capacity and Performance (ACAP): Continued cooperation with Dusseldorf airport on enhanced information exchange between the airport and the


28/06/2016 450

Network Manager at pre-tactical and tactical level.




Dirk Lienenkaemper - Duty Traffic Manager +49 (0) 211 421 2220 [email protected]



28/06/2016 451

16. GERMANY - FRA/EDDF – Frankfurt Main Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.89% -1.00% -1.96% -0.79% -0.20%

Base [STATFOR] 2.66% 1.48% 0.92% 1.00% 1.57%

High [STATFOR] 4.16% 2.85% 2.18% 1.90% 2.25%

Low [STATFOR] 0.75% -0.09% -0.16% -0.05% 0.46%






28/06/2016 452




independent parallel (northwest, southern runway) for ARR; center rwy and rwy18 for DEP

55 55 100 No



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast




5.1 Airport Events

NM Follow-up


Construction of Terminal 3 08/10/2015 2021 Infrastructure change No impact on capacity is expected.

NM Follow-up


X Renovation of wearing course in the middle part of RWY 25L/07R, between taxiway M13 and M23. Overall length 953m.

04/05/2016 22:00

07/05/2016 03:00

Maintenance

NM Follow-up


X Reconstruction of taxiway T, between taxiway L and Y planned for 6 weeks

01/08/2016 00:00

10/09/2016 00:00

Maintenance

NM Follow-up


Renovation of wearing course in the middle part of RWY 18, between taxiway N and S. Overall length

TBD TBD Maintenance Most probably in August 2016.


28/06/2016 453

1425m, width 31m.

NM Follow-up


Joint HUB coordination centre TBD TBD Efficiency Enabler Increase of efficiency in communication between stakeholders






FUMs used by your airport: Airport did not provide information so far. DPI Operational Evaluation (testing): Yes. DPIs fully operational: Yes. Current Status: Completed.






- Strong winds: Airport did not provide the information about the average number of days/year and hours/year.

- CB: Airport did not provide the information about the average number of days/year and hours/year.

7. TMA / APPROACH



8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No. Minor changes only - more heavies.


28/06/2016 454

8.2. A380

Current status: A380 is operating at Frankfurt Airport. Next steps: Airport did not provide the information so far. Number of movements per day and per hour: In average 24 movements/day. Maximum 4 movements/hour.

8.3. Passengers





- A-SMGCS (level 2): Available in TWR: On going Implementation. Available in APP: Airport did not provide the information so far.

Use of downloadable Mode-S link: Available in TWR: Yes. Available in APP: Airport did not provide the information so far.






Airport Capacity and Performance (ACAP): Efforts to establish a process on enhanced information exchange between the airport, FMP and the Network Manager at pre-tactical and tactical level will continue. The Network Manager will provide support for implementing AOP/NOP. Frankfurt airport is interested in RECAT-EU and it will be further elaborated.




Patrick Spijkers - Deputy Chief Airport Operations +49 (0) 69 690 78612 [email protected]



28/06/2016 455

17. GERMANY - HAM/EDDH - Hamburg Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 0.09% -2.95% -5.39% 7.18% 2.60%

Base [STATFOR] 1.46% 0.75% 0.82% 0.59% 0.83%

High [STATFOR] 2.85% 1.81% 1.50% 1.18% 1.68%

Low [STATFOR] -0.22% -0.47% -0.02% -0.20% -0.03%




Schedules Facilitated (Level 2) Whole season Schedules Facilitated (Level 2) Whole season no


28/06/2016 456




27 27 53 No

Terminal Capacity (passengers/year): Airport did not provide information so far.


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast




5.1. Airport Events

NM Follow-up


Construction of new airfreight building situated directly under the extended centreline of runway 15/33. Work only during night time within airport curfew.

2014 2016 Operational Procedure

Change Infrastructure Change

Construction will not have impact on operations.

NM Follow-up


X Apron 1 reconstruction in 10 consecutive phases. The layout of apron 1 will be improved to meet future requirements.

01/03/2016 TBD

Maintenance Operational Procedure

Change Infrastructure Change



TBD TBD TBD 2016 Q1 TBD In phase 1 taxiway I – south and I – north closed. Runway 15 take-offs shortened (TORA, TODA). Arrivals 33 closed.


28/06/2016 457






FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: On Going. Planned for 2017.





7. TMA / APPROACH



8. TRAFFIC MIX



8.3. Passengers








28/06/2016 458

Use of downloadable Mode-S link: Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.

Electronic Strips: Available in TWR: Yes. Available in APP: Yes. Future plans: APP iCAS integration in 2019/2020.






Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation - planned for 2017. TEN-T funded airport.



Holger Feldhaus +49 (0) 40 5075 2311 [email protected]



28/06/2016 459

18. GERMANY - MUC/EDDM - Munich Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 5.21% -2.89% -4.07% -1.32% 0.79%

Base [STATFOR] -0.08% 1.21% 0.72% 0.59% 1.20%

High [STATFOR] 1.29% 2.34% 2.05% 1.38% 1.81%

Low [STATFOR] -1.90% -0.27% -0.33% -0.42% 0.11%






28/06/2016 460




08L & 08R, mixed mode ops 58 58 90 Yes

26L & 26R, mixed mode ops 58 58 90 Yes

Additional Information: For arriving aircraft via ROKIL/LANDU, runway 26R/08L will basically be assigned. For arriving aircraft via NAPSA/BETOS, runway 26L/08R will basically be assigned. Departing aircraft into N and NE directions have to expect runway 26R/08L. Departing aircraft into NW directions have to expect runway 26L/08L. Departing aircraft into SW, S and SE directions have to expect runway 26L/08R.



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast




5.1. Airport Events

NM Follow-up


Construction of new satellite building on existing baggage sorting hall (apron 2)

2011 Q4 2016 Q2 Infrastructure Change

NM Follow-up


X Construction of third runway 2018 2022 Infrastructure Change

Capacity Enabler

This project is scheduled to begin in 2018, but start/end dates may shift further due to political uncertainty. Munich airport will inform NM in case of changes in the plan.


Incremental capacity increase to about 120 mvts/hour

TBD

NM Follow-up



28/06/2016 461

X TAM development (Total Airport Management). Further development / refinement of A-CDM.

TBD TBD


Change Efficiency Enabler




Local Implementation Finalised: Yes.


FUMs used by your airport: Airport did not provide the information so far. DPIs fully operational: Yes. Current Status: Completed.







- Snow/ice: 200 hours/year; 40 days/year.

7. TMA / APPROACH


8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No significant changes.

8.2. A380

Current status: A380 is operating at Munich Airport. Next steps: Airport did not provide the information so far. Number of movements per day and per hour: In average 2 aircraft per day.


28/06/2016 462

8.3. Passengers













Airport Capacity and Performance (ACAP): Continued cooperation with Munich airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level.




Jens Bartels [email protected]



28/06/2016 463

19. GERMANY - STR/EDDS - Stuttgart Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 0.48% -3.10% -4.89% -0.19% 4.49%

Base [STATFOR] 2.69% 0.80% -0.52% -0.97% 1.09%

High [STATFOR] 4.19% 2.11% 1.47% 0.00% 0.07%

Low [STATFOR] 0.87% -0.42% -1.39% -1.72% 0.31%






28/06/2016 464




35 35 48 No



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


















28/06/2016 465

- CB: Airport did not provide the information about the average number of days/year and hours/year.

7. TMA / APPROACH



8. TRAFFIC MIX


8.2. A380

Current status: Airport available as an alternate aerodrome for A380. Next steps: An A380 handling procedure is currently been established.

8.3. Passengers







Use of downloadable Mode-S link: Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.



DMAN: Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.



28/06/2016 466






Nico Ruwe +49 (0) 711 948 3028 [email protected]



28/06/2016 467

20. GREECE - ATH/LGAV - Athinai E. Venizelos Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -9.65% -11.81% -9.35% 9.87% 13.90%

Base [STATFOR] 7.14% -0.44% 1.46% 1.96% 2.43%

High [STATFOR] 9.68% 0.86% 2.18% 2.62% 3.36%

Low [STATFOR] 4.48% -2.11% 0.27% 0.87% 1.44%



Data collection (Level 1) Whole season Data collection (Level 1) Whole season


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Segregated parallel operations 35 35 60 No

Single runway operation 35 Yes

Additional Information: Two parallel runways in use 03L/21R & 03R/21L. 1. Segregated parallel operations: 03L/21R arrivals, 03R/21L departures. 2. Semi mixed parallel operations: a) One runway is used exclusively for approaches, while the other for approaches and departures, b) One runway is used exclusively for departures while the other for approaches and departures. Declared ATH TMA capacity is 44 (22 arrivals, 22 departures) - Single runway operations capacity: 32 global. The declared IATA capacity for slot coordination purposes is 60.



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


N/A N/A N/A N/A N/A

N/A: Not available.

Additional Information: Athens airport cannot provide traffic forecast data as it is particularly sensitive information.








FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): Airport did not provide the information


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so far. DPIs fully operational: Airport did not provide the information so far. Current Status: Implementation delayed. Planned date to be confirmed.





Additional Information: Since its opening the Airport experienced short closure (February 2004,2008 for about 12 hours) due to snow, but this is very rare phenomenon. No significant impact due to low visibility or to strong winds.

7. TMA / APPROACH

7.1. Airport capacity constrained by TMA/Approach: Yes.

Constraining factor: Airspace.

Other constraints:

1. Complexity of ATHINAI/TMA is one factor. Approach control is provided for LGAV, LGSO (CIVIL), LGEL, LGTT, LGKN (military) and partly for LGMG/MIL.

2. Noise abatement procedures (AIP LGAV AD 2.21.)

3. Increased in overall traffic of overflight due to the provision of approach control to adjacent airports, such as LGMK and LGKL.

Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is “Airspace”: No relevant studies have been elaborated so far.

7.2. Changes foreseen in TMA: No significant changes are foreseen.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No significant changes are foreseen (in traffic mix). 8.2. A380

Current status: IACS for A380 will be soon published in the AIP.

8.3. Passengers



28/06/2016 470









DMAN: Available in TWR: On going Implementation. Available in APP: No. Future plans: DMAN is part of the A-CDM implementation.



Airport Capacity and Performance (ACAP): Continued cooperation with Athens airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation - planned date to be confirmed.



Miltos Stamatopoulos - Corporate planning Department Head Airport Planning Tel: +30 210 3536 286 Fax:+30 210 3537 993

Effie Papadopoulou - Head of Control Tower Tel:+30 210 3539 222, 252 Fax:+30 210 3539 831 . [email protected] Athina Papadaki – ATS Head of ATH Approach Tel: +30 210 9972 488 Fax : +30 210 9972483 [email protected]


28/06/2016 471

21. GREECE - RHO/LGRP – Rhodos Diagoras Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 9.52% -9.90% 5.38% 6.81% -1.96%

Base [STATFOR] 7.84% 0.28% 2.20% 2.72% 3.33%

High [STATFOR] 10.66% 1.71% 3.14% 3.53% 4.28%

Low [STATFOR] 4.82% -1.61% 0.85% 1.43% 1.95%



Coordinated (Level 3) Whole season Data collection (Level 1) Whole season


28/06/2016 472


Airport Capacity and Performance (ACAP): Continuation of the Greek action plan.



28/06/2016 473

22. GREECE - HER/LGIR - Iraklion Nikos Kazantzakis Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.65% -8.12% 8.19% 0.28% -0.19%

Base [STATFOR] 2.95% 0.00% 0.00% 0.00% 0.00%

High [STATFOR] 2.95% 0.00% 0.00% 0.00% 0.00%

Low [STATFOR] 1.16% -1.89% 0.58% 1.23% 1.80%

Reporting Local 2.00%






28/06/2016 474



09/27 10 12 22 Yes

Additional Information: In coordination with ATH/MAK FMP depending on personnel availability on each shift and on days with high demand maximum arrivals capacity can be increased up to 12 aircraft/hour.

Terminal Capacity (passengers/year): 1920 passengers/hour. Total of 16.819.200 passengers/year.


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


47.569 N/A N/A N/A N/A









FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: On Hold. Long delay.







28/06/2016 475

Additional Information: Strong cross-winds especially from the south in combination with a wet runway. No more than 200h/year, 20 days/year during the low season (winter).

7. TMA / APPROACH


Constraining factor: Terrain.

7.2. Changes foreseen in TMA: A new RNAV (RNP 0,3) approach for runway 09 has been designed and it is expected to be implemented in the near future. This is expected to decrease the need for circling approaches on this runway. Implementation date will be programmed by HCAA/HNSA HQ in Athens. Implementation estimated by 2017.

8. TRAFFIC MIX


8.2. A380

Current status: Not applicable.

8.3. Passengers




- Basic SMR: Available in TWR: No. Available in APP: No. Future plans: Not applicable.

- A-SMGCS (level 1): Available in TWR: No. Available in APP: No. Future plans: Not applicable.

- A-SMGCS (level 2): Available in TWR: No. Available in APP: No. Future plans: Not applicable.

Use of downloadable Mode-S link: Available in TWR: No. Available in APP: No. Future plans: Not applicable.

Electronic Strips: Available in TWR: Yes. Available in APP: Yes. Comment: Electronic strips are used in parallel with traditional paper strips in TWR and APP.

AMAN: Available in TWR: No. Available in APP: No. Future plans: Not applicable.

DMAN: Available in TWR: No. Available in APP: No. Future plans: Not applicable.

Spacing support tools in OPS: Available in TWR: No. Available in APP: No. Future plans: Not applicable.


28/06/2016 476






George Pliakas - Airport manager Heraklion [email protected] [email protected]

Evangelos Grigorakis [email protected] [email protected]


28/06/2016 477

23. GREECE - CHQ/LGSA - Khania Souda Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 37.81% -21.34% 10.17% 15.43% -1.07%

Base [STATFOR] 7.73% 0.15% 1.62% 2.10% 2.78%

High [STATFOR] 10.22% 1.19% 2.33% 2.76% 3.65%

Low [STATFOR] 5.30% -1.22% 0.61% 1.07% 1.57%





28/06/2016 478





28/06/2016 479

24. GREECE - KGS/LGKO - Kos Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 9.53% -10.30% 9.13% 5.97% -2.87%

Base [STATFOR] 8.98% 0.15% 2.14% 2.66% 3.19%

High [STATFOR] 11.79% 1.66% 3.11% 3.28% 4.01%

Low [STATFOR] 6.10% -1.80% 0.69% 1.25% 1.82%





28/06/2016 480


Airport Capacity and Performance (ACAP): Continuation of the Greek action plan



28/06/2016 481

25. GREECE - YMK/LGMK - Mikonos Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 1.63% -2.11% 11.08% 30.87% 9.26%

Base [STATFOR] 15.88% -0.30% 1.62% 2.09% 2.68%

High [STATFOR] 18.91% 0.99% 2.34% 2.81% 3.39%

Low [STATFOR] 12.96% -1.82% 0.46% 1.14% 1.68%





28/06/2016 482





28/06/2016 483

26. GREECE - JTR/LGSR - Santorini Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -0.56% -8.16% 10.99% 24.15% 18.27%

Base [STATFOR] 7.74% 0.00% 1.58% 2.09% 2.67%

High [STATFOR] 10.23% 0.98% 2.25% 2.57% 3.28%

Low [STATFOR] 5.31% -1.34% 0.61% 1.15% 1.66%





28/06/2016 484





28/06/2016 485

27. HUNGARY - BUD/LHBP – Budapest Ferihegy Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.38% -20.33% -4.35% 3.40% 6.36%

Base [STATFOR] 4.93% 3.67% 3.81% 3.48% 3.94%

High [STATFOR] 8.81% 7.33% 6.52% 6.12% 6.90%

Low [STATFOR] 1.16% 0.45% 1.43% 1.27% 1.61%

Reporting Local 6.00% 6.00% 6.00% 6.00% 6.00%





28/06/2016 486




13R/13L parallel operations 22 30 52 No

31R/31L parallel operations 26 30 56 Yes

Additional Information: When tailwind component of surface wind exceeds 5 knots, the runway direction shall be changed. Capacity has been determined for most environmental constrained 13R/13L configuration. The optimum arrival capacity is 26 arrivals/hour. During weekends and public holidays, in case of use of landing direction 13, due to environmental reason, the arrival capacity is down to 22 arrivals/hour.



Year 2016 2017 2018 2019 2020

Forecast Capacity


135.000 56 140.000 56 145.000 56 150.000 56 160.000 56

Traffic Forecast


97.410 103.254 109.450 116.017 122.978


5.1. Airport Events

NM Follow-up


Cargo Facility implementation TBD TBD

Efficiency Enabler Infrastructure Change Operational Procedure

Change

ON HOLD. On the South-West area of LHBP airport a new cargo facility will be constructed accommodate cargo operators, cargo airlines and speditor companies as well. Due to bankruptcy of national flag carrier the project is postponed.


As a part of the Cargo Facility Project a new apron area will be constructed to accommodate 3 Code E or 3 B747-8F aircraft.

TBD TBD


During construction period the taxiway A7-A9 will be restricted

TBD TBD

NM Event Description Start Date/Time End Date/Time Type Additional Information


28/06/2016 487

Follow-up

Implementation of centralized de-icing facility 2016 Q2 2016 Q4

Efficiency Enabler Infrastructure Change Operational Procedure

Change

To increase the efficiency of daily operations, and due to environmental reasons, the airport will implement the centralized de-icing system. The study is on-going, but the implementation will not start before 2016 Q2.

NM Follow-up


Construction of Pier B connecting to terminal building B


ON HOLD. The Pier B will increase the number of the parking positions equipped with passenger loading bridge parking positions close to the building.


With increased number of aviobridge equipped parking positions the turnaround times can be reduced and operational delays as well.

2017 Q1 2030


During construction period the taxi procedures will be modified, increasing the taxi time.

2017 Q2 2017 Q3

NM Follow-up


New RET for RWY 13R 2017 Q4 2018 Q4 Capacity Enabler

Infrastructure Change

ON HOLD. With the new RET the ROT of 13R will be reduced, increasing the arrival capacity and harmonizing the arrival capacity of both directions!


The arrival capacity for 13R will be increased 2018 Q4



TBD TBD TBD 2018 Q2 2018 Q3

During the period of construction the capacity of runway system will be reduced.

NM Follow-up


Construction of Pier A connecting to terminal building A


ON HOLD. The Pier A will increase the number of the parking positions equipped with passenger loading bridge parking positions close to the building.



28/06/2016 488

Expected delay reduction 2023 Q1






FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: On hold. Long delay.







- Snow/ice: 251 hours/year; 34 days/year.

- CB: 302 hours/year; 60 days/year.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: PBN implementation in planning phase as a part of SESAR Large Scale Demonstration Project. Operations planned in 2016 Q4.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: Due to restructuring of traffic nature, more than 90% of the traffic is operated by an ICAO Code C aircraft. (B737, A320). The number of wide-body traffic is less than 5%.

8.2. A380

Current status: A380 operations are not planned. For A380 operations (medical emergency, technical landings) an SOP was implemented for parking and handling the A380.


28/06/2016 489

8.3. Passengers






- A-SMGCS (level 2): Available in TWR: On going Implementation. Available in APP: On going Implementation. Future plans: Additional MLAT sensors will be installed in the system. Fine tuning of Safety Net planned to be finished in 2016 Q4.





Spacing support tools in OPS: Available in TWR: No. Available in APP: Yes.



Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation when the project is re-started.



Zoltan Ormandi - Head of Airside Operations +361-296-5535 [email protected]

Peter Szaloky – Aerodrome ATM Consultant - HungaroControl ATM Directorate +3630-2807991 [email protected]


28/06/2016 490

28. IRELAND - DUB/EIDW - Dublin Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 0.74% 1.19% 4.32% 5.85% 9.79%

Base [STATFOR] -0.36% 3.70% 3.20% 3.10% 3.53%

High [STATFOR] 1.90% 6.06% 5.01% 4.71% 2.68%

Low [STATFOR] -2.51% 1.63% 1.67% 1.56% 1.86%

Reporting Local 3.20% 3.10% 2.60% 2.60% 2.10%





28/06/2016 491




10/28 30 per hour 35 per hour Total mvts 48 per hour Yes

Additional Information: The airport's declared capacity is based on the main runway (runway10/28) which handles just over 95% of traffic. Maximum departure capacity is 35 movements per hour for Summer 2016. The capacity of 16/34 is neither calculated nor declared as it is a secondary runway, used only: 1. When maintenance is required on 10/28, 2. When 10/28 is operationally unavailable (e.g. aircraft disabled on 10/28), 3. When weather conditions require crosswind operations, 4. To tactically reduce delay during first wave operations (0630-0800 local time) by facilitating departures on both runway 28 and runway 34 when wind conditions are favourable. When 10/28 cannot be used, capacity is limited due to runway infrastructure including runway increased separations, exit locations, line up points and navigational aids - runway 16 is a CAT I runway; runway 34 is a simple/non-precision approach runway.



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


203.041 209.335 214.778 220.362 224.990


5.1. Airport Events

NM Follow-up


UK/Ireland FAB project for flow management 31/03/2012 TBD Environmental


Phase 1 completed and was handed back to NATS in September 2014. Some institutional and technical issues to be resolved before Phase 2 can be introduced. No dates yet.


Should enhance flow management within Ireland and UK network. More details to follow after 6 month trial.

31/03/2012

The objective of the trial is to gather information on how sector responsibility can be changed on a tactical basis between ATC centres through dynamic sectorisation. Doing so, it helps airlines to reduce fuel burn and costs. The first phase began on 9 January 2014,


28/06/2016 492

with the temporary delegation of the Air Traffic Service (ATS) in a portion of Rathlin West Sector (UK airspace) from NATS to the Irish Aviation Authority (IAA). The trials should also make a substantial contribution to the success of the EU Single European Sky project and demonstrate the potential to provide more efficient services to airlines.

NM Follow-up


Minimum Departure Intervals. DAA and IAA are currently exploring a further reduction in SID separation to 75 seconds. (Following aircraft given take-off clearance when preceding aircraft reaches 1NM past DER). On-going aim is to reduce further to 60 seconds if practicable.

2013 Q3 2016 Q2



This is now approved as a permanent procedure. Further initiative started to increase departure capacity from 33 to 35 movements per hour by Q2 2016.


An increase in departure capacity from 33 to 35 movements per hour by Q2 2016.

2014 Q4 2016 Q2

NM Follow-up


For a period of approximately 74 weeks a new apron extension Apron 5G will be developed adjacent to Apron Taxiway 6.

01/12/2014 2016 Q2 Infrastructure Change

Maintenance

NM Follow-up


Apron Rehabilitation Project: Works are ongoing since 15

th October 2015 and will continue until 9

th

March 2016 weeks. 15/10/2015 09/03/2016 Maintenance

Phase A of this project commenced on 15th October 2015 and was completed on Monday 5

th January 2016.

Phase B of this project commenced on Tuesday morning 6

th January 2016. A

realigned taxi lane centreline configuration is in place in the “cul de sac” between Pier 3 and Pier 4. Stands on Pier 3 and Pier 4 have been withdrawn from operations to facilitate this phase of the Project. Phase B is scheduled to be completed on 9

th March 2016.

NM Follow-up


DUB is planning to construct a parallel runway (10L/28R) in the coming years.

TBD 2022 Infrastructure Change Estimated delivery of the new runway and capacity is in 2022, subject to programme.


Yields significant extra runway capacity moving from a single runway operation to parallel runway

2022


28/06/2016 493

system (i.e.) from 50 to 80 mvts per hour.






FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: Planned for Q3 2017.







7. TMA / APPROACH


7.2. Changes foreseen in TMA: Point merge project extended to RWY10 is expected in 2016.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No significant changes expected in the next few years.

8.2. A380

Current status: The airfield component of the airport has been assessed to determine its capability of supporting A380 operations, in the context of the airport being declared as an alternate and destination. This assessment has yet to receive acceptance by the licencing authority. An Operational Plan is being prepared for inclusion in the airport “Aerodrome Manual” and pertinent information is required to be promulgated in the AIP. A Task Resource Analysis for the Airport Fire Rescue Service is required if the airport is to be used as a destination.


28/06/2016 494

8.3. Passengers








Electronic Strips: Available in TWR: On going Implementation. Available in APP: Airport did not provide the information so far. Future plans: Q4 2015

AMAN: Available in TWR: Airport did not provide the information so far. Available in APP: On going Implementation.

DMAN: Available in TWR: On going Implementation. Available in APP: Airport did not provide the information so far.

Spacing support tools in OPS: Available in TWR: No. Available in APP: No. Future plans: To be evaluated.


Airport Capacity and Performance (ACAP): Continued cooperation with Dublin airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support to A-CDM implementation - planned for Q3 2017. TEN-T funded airport.



Kevin Conheady – Head of Airside Operations, DAA [email protected]

Paul McCann - Operations Manager, IAA [email protected]


28/06/2016 495

29. ITALY - LIN/LIML - Milano Linate Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 1.18% -1.42% -5.42% -0.11% 4.72%

Base [STATFOR] -7.80% 0.60% 0.71% 0.59% 0.80%

High [STATFOR] -5.85% 2.01% 1.82% 1.54% 1.97%

Low [STATFOR] -9.92% -1.17% -0.58% -0.65% -0.43%

Reporting Local 3.00% 3.00% 3.00% 3.00%





28/06/2016 496




RWY 36 20 20 34 Yes

RWY 18 12 12 24 No

Additional Information: Best configuration is runway 36 for arrivals and departures, followed by runway 18 for arrivals and departures which is the most penalising configuration due to non-precision approach.



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


120.451 124.065 127.787 131.620 N/A









FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): Airport did not provide the information so far. DPIs fully operational: Airport did not provide the information so far. Current Status: On going. Planned for Q2 2016.


Status: Planned to implement, but the date is not available.


28/06/2016 497





7. TMA / APPROACH


7.2. Changes foreseen in TMA: It has been foreseen a revision of approach sector and a revision of SIDs and STARs for an optimization of operations in LIML.

8. TRAFFIC MIX


8.2. A380

Current status: Due to airport category and runway length A380 operations are not allowed. Next steps: Airport did not provide the information so far.

8.3. Passengers







Use of downloadable Mode-S link: Available in TWR: On going Implementation. Available in APP: Yes.

Electronic Strips: Available in TWR: On going Implementation. Available in APP: Yes.





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Airport Capacity and Performance (ACAP): No actions foreseen so far. The Network Manager will continue supporting Flight Plan suspension process at Milano Linate airport related to non-compliance with airport slot.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation - planned for Q2 2016.



Stefano Zocco - AMS Manager MXP and LIN [email protected]

Claudio Biagiola - ENAV Spa - Linate Head of ATS [email protected] Maria Naldi - Milano Linate OPS Office [email protected] Maurizio Salvestrini - ENAV Spa- Airport Operations Manager [email protected] Giuseppe Antonio Gangemi - ENAV Spa - Air Navigation Services Directorate - Scenarios and Operational Performance Unit [email protected]


28/06/2016 499

30. ITALY - MXP/LIMC - Milano Malpensa Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -1.38% -8.59% -5.77% 0.97% -3.66%

Base [STATFOR] 6.78% 1.76% 1.95% 1.85% 1.72%

High [STATFOR] 9.87% 4.03% 3.59% 3.39% 3.72%

Low [STATFOR] 3.65% -0.66% 0.24% 0.18% -0.11%





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Dep 35L Arr 35R 40 30 70 Yes

Arr 35L Mix Mode 35R 40 30 70 Yes

Dep 35L Mix Mode 35R 30 40 70 Yes

Dep 17R Arr 17L 20 30 50 No

Additional Information: Declared capacity is: 40 departures + 30 arrivals or 40 arrivals + 30 departures maximum. Best configurations are: runway 35R mixed mode and runway 35L for landing or runway 35R for landing and runway 35L for departures In case of departure peak, departure hourly capacity may be exceeded. According to noise abatement scheme from 6:30 to 23:30 local time the following scenario is applied: Day 1 - departures 35L arrivals 35R 6:30 – 15:30 then departures 35R arrivals 35L 15:30 – 23:30, Day 2 - departures 35R arrivals 35L 6:30 – 14:30 then departures 35L arrivals 35R 14:30 – 23:30, Day 3 - as Day 1, Day 4 - as Day 2, and so on. All times are local. During night hours, standard noise scenario is: departures 17R arrivals 35L. No curfew. Most penalising configuration is: arrivals 17L and departures 17R (regulations applied 20x60 arrivals; no for departures, theoretical 1 departure each 2 minutes).

Terminal Capacity (passengers/year): 30 million (Terminal 1) + 8 million (Terminal 2).


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


N/A N/A N/A N/A N/A





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7. TMA / APPROACH


7.2. Changes foreseen in TMA: A review of SIDs and STARs has been done in November 2014. Currently we have a better management for flows from/to LIMC vs flows from/to LIML/LIME. No arrival capacity improvement.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No changes foreseen.

8.2. A380

Current status: Airport is capable for Code F operation. Ground movement chart and 9 stands are published in AIP for A380. Next steps: Two stands are provided with 3 bridged infrastructures (2 for the lower deck and 1 for the upper deck connections). Number of movements per day and per hour: From December 2014 one movement per day.

8.3. Passengers

Final destination passengers: Not available. Transfer passengers: Not available. 9. AVAILABLE SYSTEMS AND FUTURE PLANS




28/06/2016 502

- A-SMGCS (level 1): Available in TWR: On going Implementation. Available in APP: On going Implementation. Future plans: WIP in progress with Italian CAA to define A-SMGCS level 1.



Electronic Strips: Available in TWR: On going Implementation. Available in APP: Yes.





Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Milano Malpensa airport related to non-compliance with airport slot.




Stefano Zocco - AMS Manager MXP and LIN [email protected]

Giovanni Giarratano - Malpensa TWR Manager [email protected] Matteo Ergotti - Malpensa Training Manager [email protected] Marco Comolli - Malpensa Operations Unit [email protected] Maurizio Salvestrini - Airport Operation Dept. Manager [email protected] Giuseppe Antonio Gangemi - Air Navigation Services Directorate Scenarios and Operational Performance Unit [email protected]


28/06/2016 503

31. ITALY - NAP/LIRN - Napoli Capodichino Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -0.73% -3.99% -8.66% 4.13% 2.10%

Base [STATFOR] -3.33% 1.48% 1.62% 1.52% 1.79%

High [STATFOR] -1.04% 3.25% 3.02% 2.69% 2.89%

Low [STATFOR] -5.73% -0.70% 0.04% 0.01% 0.27%

Reporting Local 2.10% 2.50% 2.60% 2.40%





28/06/2016 504




RWY 24 15 15 30 Yes

RWY 06 15 15 30 No

Terminal Capacity (passengers/year): Following data is expressed in passengers/hour: Check-in: 2322, Passport Control on departure: 806, Security Control: 2187, Departure hall (Schengen + Extra Schengen): 4772, Departure hall Schengen: 2619, Departure hall Extra Schengen: 2153, Passport Control on arrival: 402, Baggage reclaim: 3200, Arrival hall: 2500.


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


60.553 62.067 63.681 65.209 N/A







Memorandum of Understanding: Airport did not provide the information so far. Local Implementation Finalised: Airport did not provide the information so far.


FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): Airport did not provide the information so far. DPIs fully operational: Airport did not provide the information so far. Current Status: On going. Planned for 2017.




28/06/2016 505


Most frequent adverse conditions affecting airport capacity: Airport operational capacity generally not affected by adverse weather conditions. Only few days a year.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: No changes foreseen.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: Increase of low cost traffic.

8.2. A380

Current status: The physical characteristics of the runway and taxiways allow accommodating only size D planes. Next steps: Airport did not provide the information so far.

8.3. Passengers




- Basic SMR: Available in TWR: No. Available in APP: No.






DMAN: Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.

Spacing support tools in OPS: Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.


Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Napoli airport related to non-


28/06/2016 506

compliance with airport slot.

Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support to A-CDM Implementation - planned for 2017.



Aniello Mattera - GESAC S.p.A. Aierfield Manager

+39.081.7896421 [email protected]

Giuliano Nardini - ENAV Spa - Head of ATS [email protected] Maurizio Salvestrini - ENAV Spa - Airport Operation Dept. Manager [email protected] Giuseppe Antonio Gangemi - ENAV Spa - Air Navigation Services Directorate - Scenarios and Operational Performance Unit [email protected]


28/06/2016 507

32. ITALY - PSA/LIRP - Pisa San Giusto Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.96% -2.79% -4.68% -0.02% -1.36%

Base [STATFOR] 4.51% 2.84% 2.94% 2.81% 3.07%

High [STATFOR] 7.27% 5.11% 4.57% 4.28% 4.65%

Low [STATFOR] 1.72% 0.58% 1.31% 1.24% 1.46%





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28/06/2016 509

33. ITALY - FCO/LIRF - Rome Fiumicino Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -0.22% -4.45% -3.80% 3.34% 1.00%

Base [STATFOR] -0.04% 1.69% 1.86% 1.75% 1.93%

High [STATFOR] 2.62% 4.23% 3.70% 3.46% 3.75%

Low [STATFOR] -2.77% -0.86% 0.00% -0.04% 0.12%





28/06/2016 510




16L16R ARR, 25 DEP 54 60 90 Yes

34L34R ARR, 25 DEP 54 60 90 No

34L DEP/ARR, 34R ARR 54 50 80 No

25 22 22 40 No

Additional Information: Best configuration: runway 16L/16R for arrivals, runway 25 for departures or runway 34L/34R for arrivals, runway 25 for departures. Parallel use of runway 16L for arrivals, runway 16R both for arrivals and departures or runway 34R for arrivals, runway 34L for arrivals and departures. Most penalising configuration: runway 25 as the main runway for arrivals and departures (Regulations applied about 22x60 arrivals; 22x60departures).



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


N/A N/A N/A N/A N/A



5.1. Airport Events

NM Follow-up


New Boarding Areas E/F with new Pier 2009 2016 Infrastructure Change Ref. AIP Charts. No relevant ATC impact.

NM Follow-up


X New RWY construction 2025 TBD Infrastructure Change Expected times



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Not yet defined TBD













7. TMA / APPROACH



8. TRAFFIC MIX


8.2. A380

Current status: Preferential runway for take-off and landing: 16R/34L. Otherwise runway 16L/34R or runway 25. Stands available: 703, 822, 824, 103. Next steps: Airport did not provide the information so far. Number of movements per day and per hour: 1 - 2 per day operated by Emirates.


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8.3. Passengers







Use of downloadable Mode-S link: Available in TWR: On going Implementation. Available in APP: No.






Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Rome Fiumicino airport related to non-compliance with airport slot.




Elia Pistola - AdR Spa - Aviation & Security Director [email protected]

Paolo Giannobile - AdR Spa - Head of Planning and Operational Studies Office +39 331 6227786 [email protected]

Marco Voli - ENAV Spa - Fiumicino Head of ATS [email protected] Fabrizio Grottesi - Fiumicino Operational Office Dept. Manager [email protected] Arianna Santacroce - Fiumicino NOP focal point [email protected] Maurizio Salvestrini - ENAV Spa - Airport Operation Dept. Manager [email protected] Giuseppe Gangemi - ENAV Spa - Air Navigation Services Directorate Scenarios and Operational Performance Unit [email protected]


28/06/2016 513

34. ITALY - VCE/LIPZ - Venice Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 16.52% -3.11% -3.68% -3.94% 4.95%

Base [STATFOR] -0.61% 2.19% 2.26% 2.08% 2.29%

High [STATFOR] 1.87% 4.09% 3.62% 3.16% 3.43%

Low [STATFOR] -3.24% -0.13% 0.61% 0.55% 0.76%

Reporting Local 4.60% 3.10% 3.10% 3.30%





28/06/2016 514




04R mixed mode 16 14 30 Yes

22L mixed mode 12 10 22 No

04L mixed mode 9 8 16 No

22R mixed mode 8 6 14 No

Terminal Capacity (passengers/year): 2014: 8.7 million. 2015: 9.1 million. 2016: 9.3 million. 2017: 9.7 million.


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


85.342 87.988 90.715 93.709 N/A



5.1. Airport Events

NM Follow-up


Adding of lighting to apron TWY M 01/09/2015 07/03/2016 Capacity Enabler

Infrastructure Change Capacity enhancement during LVP

NM Follow-up


Building of a further de-icing bay 2017 TBD Capacity Enabler


De-icing bay construction is deeply related to the main works which will involve the runways.

NM Follow-up


X New TWY on manoeuvring area. Increase of length of RWY 04L/22R.

2017 TBD Capacity Enabler



28/06/2016 515

NM Follow-up


X

Closure (maintenance) of both RWYs 04R/22L and 04L/22R in different years. During the closure of one runway, other will be used.

2017 TBD Maintenance

The maintenance is planned for 2017 and 2018 and it will involve both runways 04R/22L and 04L/22R in different years. Impact on airport capacity still to be detected.

NM Follow-up


X Closure of main taxiway "T" for maintenance of the surface.

2017 Q2 2017 Q2 Maintenance Maintenance activity will be performed in several steps to enable the flow of traffic from/to the main RWY.

NM Follow-up


Complete revision of TWY structure between the apron and the manoeuvring area

01/05/2018 31/08/2018 Capacity Enabler














Additional Information: Runway 22L is used in these occasions with associated reduced capacity values.


28/06/2016 516

7. TMA / APPROACH


7.2. Changes foreseen in TMA: No changes foreseen.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: An increase of D and E class aircraft is expected.

8.2. A380

Current status: Venice airport has been approved for the use by A380, but limited to occasional diversions. Next steps: Definitive approval by high management of Italian CAA (ENAC Headquarter Rome).

8.3. Passengers













Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Venice airport related to non-compliance with airport slot.



28/06/2016 517



Rocchetto Francesco +390412606400 [email protected]

Mariano Longo - Venezia Head of ATS [email protected] Maurizio Salvestrini - ENAV SpA - Airport Operation Dept. Manager [email protected] Giuseppe Antonio Gangemi - ENAV SpA - Air Navigation Services Directorate - Scenarios and Operational Performance Unit [email protected]


28/06/2016 518

35. LUXEMBOURG - LUX/ELLX - Luxembourg Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.30% 0.80% 1.90% 2.63% 3.08%

Base [STATFOR] 1.05% 1.72% 1.05% 1.76% 1.99%

High [STATFOR] 2.90% 3.05% 2.02% 2.63% 2.95%

Low [STATFOR] -1.18% -0.04% -0.22% 0.59% 0.80%

Reporting Local 2.70% 2.10% 2.20% 2.20% 2.50%





28/06/2016 519




Single runway 20 (CFMU defined arrival rate)

Not defined 30 No



Year 2016 2017 2018 2019 2020

Forecast Capacity


186.000 30 186.000 30 186.000 30 186.000 30 186.000 30

Traffic Forecast


62.523 63.836 65.240 66.675 68.342


5.1. Airport Events

NM Follow-up


Installation of an ASMGCS 15/10/2012 01/06/2016

Capacity Enabler System Change


Capacity improvement during LVP

NM Follow-up


Airspace design TBD TBD Capacity Enabler

Efficiency Enabler TMA Change

ON HOLD. FABEC implementation projects. Date depending on FABEC progress.


Potential new SID to south (GTQ), redesigned interface with France north-east.

TBD

NM Follow-up


X Refurbishment of manoeuvring area 01/06/2016 31/12/2017 Maintenance Will be done with refurbishment of runway.


28/06/2016 520


Night curfew will be strictly enforced between 2300-0600 local

01/06/2016 31/12/2017 Estimated start date

NM Follow-up


X Refurbishment of TWY I. Installation of Run-up area.

01/06/2016 TBD

Environmental Capacity Enabler

Efficiency Enabler Maintenance

Will be done with refurbishment of runway.




Status: Planned for Q1 2016.



- Low Visibility: 1300 hours/year.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: Project of cross border lateral increase in southern part of TMA within the FABEC AD project. Implementation of new routes due to efficiency issues.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No changes foreseen.

8.2. A380

Current status: A380 operations prohibited. Next steps: Airport did not provide the information so far.


28/06/2016 521

8.3. Passengers




- Basic SMR: Available in TWR: On going Implementation. Available in APP: On going Implementation.

- A-SMGCS (level 1): Available in TWR: On going Implementation. Available in APP: On going Implementation.

- A-SMGCS (level 2): Available in TWR: On going Implementation. Available in APP: On going Implementation. Future plans: Implementation of Level 2 planned after going operational of Level 1.

Use of downloadable Mode-S link: Available in TWR: No. Available in APP: No. Future plans: Planned with surveillance chain upgrade.










Administration de la navigation aérienne Administration de la navigation aérienne B.P. 273 L-2012 Luxembourg


28/06/2016 522

36. MALTA - MLA/LMML - Malta Luqa Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 1.95% -0.98% 7.39% 8.04% 9.03%

Base [STATFOR] 4.90% 3.70% 3.62% 3.50% 3.81%

High [STATFOR] 9.05% 7.39% 6.50% 6.12% 6.77%

Low [STATFOR] 0.91% 0.58% 1.22% 1.16% 1.40%





28/06/2016 523





28/06/2016 524

37. NETHERLANDS - AMS/EHAM – Amsterdam Schiphol Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 8.71% 0.54% 0.52% 2.97% 2.89%

Base [STATFOR] -0.56% 2.40% 2.55% 1.66% 2.04%

High [STATFOR] -0.56% 2.40% 2.55% 1.66% 2.04%

Low [STATFOR] -0.87% -0.49% 0.79% 0.65% 1.00%






28/06/2016 525




Inbound peak 68 40 108 No

Outbound peak 38 74 112 Yes

Off peak 38 40 78 No

Night 24 25 49 No

Additional Information: Runway capacity depends on runway combination in use.



Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast





5.1. Airport Events

NM Follow-up


X Heavy maintenance RWY 09-27, including strengthening highway tunnel to allow A380 departures




Due to intersecting runways, limited availability 18L/36R

06/03/2016 24/04/2016

NM Follow-up


X Maintenance 18C-36C. Replacing lighting control system.

16/05/2016 29/05/2016 Maintenance

System Change


28/06/2016 526

5.2. Special Events

NM Follow-up


X Frisian Flag - Military exercise at EHLW, operating above North Sea

11/04/2016 22/04/2016 Special Event


Lower capacity ACC sector 1 (EHSECT1), magnitude TBD.

11/04/2016 15/04/2016


Lower capacity ACC sector 1 (EHSECT1), magnitude TBD.

18/04/2016 22/04/2016

NM Follow-up


X Start of cycling course Giro d'Italia in Apeldoorn 06/05/2016 08/05/2016 Special Event


Possible capacity reduction ACC sector 2 (EHSECT2), magnitude TBD

06/05/2016 08/05/2016






FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): No.

DPIs fully operational: No. Current Status: On going. Planned for Q4 2016.




28/06/2016 527






7. TMA / APPROACH


7.2. Changes foreseen in TMA: Implementation of 4th Initial Approach Fix (between 2018 and 2019).

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: A350 expected in 2016.

8.2. A380

Current status: 1 daily flight in winter, 2 daily flights in summer. For restrictions see AIP. Next steps: No. Number of movements per day and per hour: Max two daily A380 flights.

8.3. Passengers







Use of downloadable Mode-S link: Available in TWR: No. Available in APP: Yes.

Electronic Strips: Available in TWR: On going Implementation. Available in APP: No. Future plans: Implementation not yet planned, but possibly between 2016 and 2018.

AMAN: Available in TWR: No. Available in APP: On going Implementation. Future plans: No details known.

DMAN: Available in TWR: On going Implementation. Available in APP: No. Future plans: Outbound planning with CDM.

Spacing support tools in OPS: Available in TWR: No. Available in APP: On going Implementation. Future plans: Speed and Route Advisory (SARA) tool.


28/06/2016 528


Airport Capacity and Performance (ACAP): Continued cooperation with Amsterdam/ Schiphol airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level.




Jurgen Busink - Process Developer Flight Operations. P: +31 206014432 M: +31 653823911 [email protected]

Frank Dijkgraaf - Manager Operations Support and Development +31 204062802 [email protected]


28/06/2016 529

38. NORWAY - BGO/ENBR - Bergen Flesland Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 7.55% 0.84% 3.02% -2.31% -5.70%

Base [STATFOR] 5.65% 0.43% 0.42% 0.35% 1.48%

High [STATFOR] 6.73% 0.87% 0.72% 0.75% 2.84%

Low [STATFOR] 4.02% -1.06% -0.49% -0.52% -0.31%





28/06/2016 530





28/06/2016 531

39. NORWAY - OSL/ENGM – Oslo Gardermoen Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 5.21% 3.05% 2.34% 2.75% -2.49%

Base [STATFOR] 1.18% 1.36% 0.65% 0.00% 5.01%

High [STATFOR] 2.54% 0.67% 0.00% 0.00% 10.53%

Low [STATFOR] -0.67% -0.42% 0.69% 0.29% 0.50%

Reporting Local 2.00% 3.00% 3.00% 3.00%





28/06/2016 532




MPO 40 40 Yes

SPO 40 40 No

SRO 20 20 No

Additional Information: These figures are estimates and not measured. MPO - Mixed mode Parallel Operations. SPO - Segregated Parallel Operations. SRO - Single RWY operations.

In 2014 Oslo airport had maximum slot 67 movements per hour, within a 60 min period up to 72 movements. Max arrivals up to 36. This number was concerning available slots, not maximum arrival capacity.



Year 2016 2017 2018 2019 2020

Forecast Capacity


249.000 72 249.000 74 249.000 74 249.000 74 283.000 82

Traffic Forecast


246.356 253.746 261.359 269.199 N/A


Additional Information: The limited factor is airport slots due to limitation of gates. When T2 is completed in 2017 the number of movements can be increased. Before that time Oslo Airport is planning a limited increase by increasing the number of remote parking places.


5.1. Airport Events

NM Follow-up


X

OSL is running a larger expansion project where the objective is to cater for 28 million passengers in step 1 and 35 million passengers in step 2. It involves expansion of the terminal building and construction of new taxiways. The new taxiways were put into operation on 30.05.2013. Step 1 including new taxiways and terminal building

2011 2017

Infrastructure Change System Change


Detailed information about the activities concerning the movement area is published in AIP SUP, AIP and NOTAMS.


28/06/2016 533

will be completed in 2017.


The terminal project will give 11 more aircraft stands with bridges when completed. Two more aircraft stands will temporarily be put into operation this year, one in May and one in October. These stands will be served by bus. We are working at a plan for putting the rest of the stands temporarily into operation during 2016 until the completion of the project in 2017.

TBD TBD













7. TMA / APPROACH



8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: A slight increase in wide body traffic due to long haul route expansion.


28/06/2016 534

8.2. A380

Current status: No plan for the A380, but the airport is available in case of emergency or diversions. Next steps: Plans for new parking stands that will accommodate A 380 in progress.

8.3. Passengers








Electronic Strips: Available in TWR: Yes. Available in APP: No.








Airport Operator and ANSP

Sagstuen Hans Ole

[email protected]


28/06/2016 535

40. NORWAY - SVG/ENZV - Stavanger Sola Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 6.68% 6.45% 4.35% 4.00% -6.77%

Base [STATFOR] 5.66% 0.57% 0.49% 0.37% 1.63%

High [STATFOR] 6.79% 1.17% 0.86% 0.88% 3.38%

Low [STATFOR] 3.97% -1.09% -0.45% -0.50% -0.35%





28/06/2016 536





28/06/2016 537

41. NORWAY - TRD/ENVA – Trondheim Vaernes Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 5.29% 5.58% -0.36% 1.28% -1.15%

Base [STATFOR] 2.08% 0.61% 0.38% 0.30% 2.23%

High [STATFOR] 3.05% 0.76% 0.47% 0.66% 4.29%

Low [STATFOR] 0.58% -0.93% -0.32% -0.30% -0.08%



Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season


28/06/2016 538





28/06/2016 539

42. POLAND - WAW/EPWA - Warszawa Chopin Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 2.91% -1.79% 2.79% -2.52% 1.25%

Base [STATFOR] 6.12% 3.99% 4.06% 3.85% 3.62%

High [STATFOR] 9.34% 4.63% 5.79% 5.42% 5.39%

Low [STATFOR] 2.31% 0.69% 1.38% 1.25% 0.98%






28/06/2016 540




RWY 33 & RWY 29 26 28 42 No

RWY 11 & RWY 15 26 28 42 No

RWY 11 21 21 36 No

RWY 33 21 21 36 No



Year 2016 2017 2018 2019 2020

Forecast Capacity


219.000 42 219.000 44 219.000 46 219.000 46 219.000 48

Traffic Forecast




Additional Information: Global Yearly Capacity derives from environmental cap (600mvts per day), which can be increased in the future as aircraft are expected to be less noisy. The manoeuvrings area modernization and reconstruction gave potential to increase the Global Hourly Capacity up to 48 movements/hour; however the actual increase of capacity depends on traffic demand.








FUMs used by your airport: Yes. DPI Operational Evaluation (testing): Airport did not provide the information so far. DPIs fully operational: Airport did not provide the information so far. Current Status: Airport did not provide the information so far.


28/06/2016 541





- Low Visibility: 180 hours/year;


Additional Information: The number provided in Snow/Ice part reflects the days where snow removal took place or chemicals were applied. The number can change significantly depends on winter.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: PRNAV SID/STARs implemented in 2008. NPA procedures based on GNSS implemented on 4th of April 2013. Major changes in TMA boundaries are planned in 2014-2016 as a part of a significant airspace re-sectorisation.

8. TRAFFIC MIX


8.2. A380

Current status: A380 does not operate in EPWA. Next steps: No operations of A380 are foreseen in the near future.

8.3. Passengers






Airport Collaborative Decision Making (A-CDM): The Network Manager will provide support towards A-CDM implementation when requested.


28/06/2016 542



Slawomir Lorent - Analyses and Operational Implementations Specialist [email protected]

Hanna Kalita - International Cooperation and Projects Specialist, PANSA [email protected] Wlodzimierz Salwa – PANSA Capacity manager [email protected]



28/06/2016 543

43. PORTUGAL - LIS/LPPT - Lisboa Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 0.59% 0.77% 1.24% 7.32% 6.01%

Base [STATFOR] 3.01% 1.51% 1.63% 1.46% 1.60%

High [STATFOR] 5.44% 3.57% 3.22% 2.97% 3.31%

Low [STATFOR] 0.52% -0.71% 0.09% 0.01% 0.10%






28/06/2016 544




03/21 23 23 38 / 39 / 40* Yes

Additional Information: NAV values. Runway configuration 03/21 is the only runway configuration for Lisbon Airport. 40 movements/hour between 07h00 and 09h00; 39 movements/hour between 14h00 and 15h00; 40 movements/hour between 19h00 and 21h00.

Terminal Capacity (passengers/year):

Terminal 1 Terminal 2

Departures: 3800 pax/hour (from which: 2300 Schengen and 1500 Non Schengen).

Arrivals: 4000 pax/hour (from which 2500 Schengen and 1500 Non Schengen)

Departures: 900 pax/hour (from which: 600 Schengen and 300 Non Schengen

Capacity: 20.000.000 / year

As from May 2016:

Departures: 1200 pax/hour (from which: 600 Schengen and 300 Non Schengen


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast




5.1. Airport Events

NM Follow-up


X Implementation of Cat III B on runway 03 / lighting system / runway resurfacing

01/06/2016 22:15

31/08/2016 05:20




Works to implement the lighting system for RWY 03 Cat III B, will affect capacity. The works will be done in two phases of 3 months each: June/September 2015 - phase 1, and

01/06/2016 22:15

30/06/2016 05:20

It only affects night flights from 22h15/05h20UTC that cannot operate on runway 35/17. Exception as from 1st June to 30th June that both runways are closed. Traffic will be transferred/rescheduled for operational hours.


28/06/2016 545

June/September 2016 - phase 2.






FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: On going. Planned for 2017.






7. TMA / APPROACH



Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is “Airspace”: 41.

7.2. Changes foreseen in TMA: Military airspace around the airport is not foreseen to change.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No changes are foreseen.

8.2. A380

Current status: A380 not expected due to airport constraints.

8.3. Passengers



28/06/2016 546




- A-SMGCS (level 1): Available in TWR: On going Implementation. Available in APP: On going Implementation. Comments: Aircraft MLAT correlation implemented, still waiting for transponder equipped vehicles in the manoeuvring area.

- A-SMGCS (level 2): Available in TWR: On going Implementation. Available in APP: On going Implementation. Comment: RIMCAS tool available, still waiting for transponder equipped vehicles in the manoeuvring area.








Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation - planned for 2017. TEN-T funded airport.



Francine Corte-Real +351 968 084 282 [email protected]

Manuel Araujo +351 218 553 352 [email protected]


28/06/2016 547

44. PORTUGAL - OPO/LPPR - Porto Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 7.96% -4.08% 1.46% 6.65% 11.12%

Base [STATFOR] -2.32% 1.76% 1.89% 1.68% 1.77%

High [STATFOR] -0.02% 4.13% 3.53% 3.20% 3.14%

Low [STATFOR] -4.63% -0.60% 0.26% 0.16% 0.24%

Reporting Local 1.00% 1.10% 1.40% 1.20% 1.20%





28/06/2016 548




35 Normal Visibility Operations 12 12 24 No

17 Normal Visibility Operations 11 11 24 No

17 Low Visibility Operations 5 5 10 No

Additional Information: Values are according to the coordination between Porto TWR and FMP Lisboa - 2015/06/09.



Year 2016 2017 2018 2019 2020

Forecast Capacity


110.140 20 110.140 20 110.140 20 110.140 20 110.140 20

Traffic Forecast


71.187 71.970 72.977 73.853 74.739


5.1. Airport Events

NM Follow-up


Extension of taxiway "F" TBD TBD Capacity Enabler

Infrastructure Change No precise dates available.




Status: Planned for 2016/2017.


28/06/2016 549




7. TMA / APPROACH


7.2. Changes foreseen in TMA: Provide Porto TMA with MLAT coverage (WAM) - expected to be finished in middle 2016.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No foreseen changes.

8.2. A380

Current status: No plans.

8.3. Passengers




- Basic SMR: Available in TWR: On going Implementation. Available in APP: No. Future plans: SMR project is now paused for a revalidation. No date available for full operation of SMR.











28/06/2016 550




António Loureiro - ANA - Aeroportos do Portugal, SA +351.229432400 ext. 41400 [email protected]

Rui Furtado - NAV Portugal, E.P.E. +351.965831523 +351.229408017 [email protected]


28/06/2016 551

45. SERBIA - BEG/LYBE - Belgrade Nikola Tesla Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 3.25% -0.25% 4.58% 24.32% 0.63%

Base [STATFOR] 8.61% 3.76% 4.41% 4.42% 4.51%

High [STATFOR] 12.27% 6.71% 6.54% 6.52% 6.80%

Low [STATFOR] 4.69% 1.14% 2.71% 2.73% 2.72%





28/06/2016 552




12 15 12 25 Yes

30 15 12 25 No

Additional Information: All capacities expressed as IFR/GAT.



Year 2016 2017 2018 2019 2020

Forecast Capacity


138.719 45 149.792 45 164.963 45 194.957 45 221.201 45

Traffic Forecast


N/A N/A N/A N/A N/A


Additional Information: These are not official figures, just estimations based on theoretical numbers and capacity used in the perfect conditions.


5.1. Airport Events

NM Follow-up


Reduction of separation from 5NM to 3NM in approach ATS sector (Air Traffic Control Centre Beograd)

2013 12/2017



Change TMA Change

NM Follow-up


Implementation of flight director 4/2013 12/2017 Operational Procedure

Change

NM Follow-up


Terminal finger C extension - construction of the 2016 TBD Capacity Enabler Location: New remote stands C7-C10 built


28/06/2016 553

gates C7-C10 Efficiency Enabler Infrastructure Change


Change

in 2013.



TBD TBD TBD TBD TBD New boarding gates (4 PBBs)

NM Follow-up


Reconstruction and extension of the gates and terminal fingers A and C (phase III and IV)

TBD TBD




ON HOLD. Start date would be published according to the management's decision to re-open this investment subject.

NM Follow-up


Construction of the new gate A8a TBD TBD




ON HOLD. New gate for outbound flights at the remote stands.

NM Follow-up


New remote De/Anti-icing pad TBD TBD




This project started with the technical documentation design and it is in the phase of the preliminary approvals. It is expected to obtain final approvals for the TD till the end of the year 2015. Construction phase will follow, but actual realization date is still to be determined. De/Anti-icing pad should accommodate 2 NB (1 WB) aircraft at the same time independently.



TBD TBD TBD TBD TBD New remote aircraft stands


Remote DAI operations provide more fluent apron and taxiways during winter season. Improved ADF management. Increased operationality of the DAI service.

TBD TBD


28/06/2016 554


Airport ATC Tower Implementation: No Advanced ATC Tower plans. Airport CDM Implementation: No A-CDM plans. Comments: Traffic level does not require implementation of Advanced ATC Tower Airport or Airport CDM. However, projects are monitored.






- Strong winds: 4.9 days/year.

7. TMA / APPROACH


7.2. Changes foreseen in TMA: Implementation of flight director. Reduction of separation from 5NM to 3.5NM. PRNAV procedures. GNSS approach.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: No official announcements.

8.2. A380

Current status: Handling is possible, but needs special procedures. Not possible in regular traffic layout. Next steps: Infrastructural improvements that will meet A380 operation's requirements in the regular traffic. Number of movements per day and per hour: None. 8.3. Passengers



28/06/2016 555



- Basic SMR: Available in TWR: No. Available in APP: No.













Petar Novakovic - Air Traffic Engineer - Investment and Development Department +381 11 2094336

Zeljko Sokcic - SMATSA Trg Nikole Pasica 10, 11000 Beograd, Serbia +381 11 3218118 [email protected]


28/06/2016 556

46. SLOVAKIA - BTS/LZIB - Bratislava Ivanka Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -7.68% -12.21% -5.58% -2.58% 10.76%

Base [STATFOR] 10.79% 3.28% 3.52% 3.67% 3.76%

High [STATFOR] 15.03% 6.15% 5.84% 5.98% 6.07%

Low [STATFOR] 6.87% 0.89% 1.73% 1.97% 2.13%





28/06/2016 557





28/06/2016 558

47. SLOVENIA - LJU/LJLJ - Ljubljana Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -4.54% -11.32% -5.53% -4.26% 5.48%

Base [STATFOR] 7.22% 2.34% 2.83% 2.82% 3.06%

High [STATFOR] 10.87% 4.74% 4.75% 4.57% 5.02%

Low [STATFOR] 3.70% 0.41% 1.44% 1.26% 1.42%

Reporting Local 3.00% 4.00% 4.00% 3.00%





28/06/2016 559




30 20 20 16 No

12 8 20 8 No



Year 2016 2017 2018 2019 2020

Forecast Capacity


53.762 18 55.248 19 56.734 19 58.220 20 59.710 20

Traffic Forecast


28.367 29.502 30.682 31.602 N/A



5.1. Airport Events

NM Follow-up


Terminal reconstruction: Passenger Check-in area, Passenger Security check point, Baggage sorting system, Retail commercial area.


NM Follow-up


X Construction of a new Rapid Exit Taxiway (RET) 2024 Q1 2024 Q3 Infrastructure Change

NM Follow-up


Reduction of the separation in approach. 2024 Q3 2024 Q4

Capacity Enabler Operational Procedure

Change TMA Change

Reduction of separation from 5NM to 3NM is postponed due to implementation of RNAV procedures.


28/06/2016 560




Status: Not Implemented. Airport did not provide any additional information about their plans.





7. TMA / APPROACH


7.2. Changes foreseen in TMA: Implementation of RNAV based procedures.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: In the mid to long term, it is expected that a new Low Cost Carrier will enter the market, positioning 3 additional aircraft at Ljubljana airport, operating with 4 turns daily.

8.2. A380

Current status: No. Next steps: No.

8.3. Passengers





28/06/2016 561






Aerodrom Ljubljana d.o.o. Zgornji Brnik 130a, 4210 Brnik Aerodrom, Slovenija

Kontrola zracnega prometa Slovenije, d.o.o. Kotnikova 19a, SI-1000 Ljubljana, Slovenija


28/06/2016 562

48. SPAIN - BCN/LEBL - Barcelona Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 9.07% -4.30% -4.65% 2.64% 1.78%

Base [STATFOR] -0.02% 2.63% 2.85% 2.77% 2.88%

High [STATFOR] 2.32% 4.90% 4.15% 3.63% 4.05%

Low [STATFOR] -2.91% 0.34% 1.20% 1.19% 1.26%

Reporting Local 2.00% 2.10% 2.20% 2.00% 1.90%





28/06/2016 563




ARR 25R, DEP 25L 38 40 72 No

DEP 07R, ARR 07L 38 40 72 No

ARR 02, DEP 07R 24 24 48 No

Additional Information: Declared runway capacity is following: 00:00 - 03:59 - 24 arrivals, 24 departures 04:00 - 04:59 - 18 arrivals, 30 departures 05:00 - 20:59 - 38 arrivals, 40 departures, 72 total 21:00 - 22:59 - 26 arrivals, 22 departures 23:00 - 23:59 - 24 arrivals, 24 departures



Year 2016 2017 2018 2019 2020

Forecast Capacity


578.160 66 578.160 66 578.160 66 578.160 66 578.160 66

Traffic Forecast


294.526 300.711 307.327 313.473 319.429


5.1. Airport Events

NM Follow-up


Apron 15 capacity increase 4/2016 9/2016


Infrastructure Change Operational Procedure

Change

No works might affect the operation in the airport

NM Follow-up


Adaptation of taxiways to regulation: New configuration of apron "Rampa 1" which involves new taxiway and closure of some stands

2016 Q4 2017 Q2 Infrastructure Change At the moment, we can use other aprons. This operation is relevant for the airport but we don't need to reduce the capacity.


28/06/2016 564












7. TMA / APPROACH



8. TRAFFIC MIX


8.2. A380

Current status: A380 is operating. There is an ATC operational procedure for CAT I. Next steps: Revision of the ATC operational procedure for CAT II/III. Number of movements per day and per hour: One A380 movement per day.

8.3. Passengers



28/06/2016 565




- A-SMGCS (level 1): Available in TWR: On going Implementation. Available in APP: No. Future plans: Implementation in 2016.




AMAN: Available in TWR: No. Available in APP: Yes.








Begonya Carrion Ezquerra - Operations planning department [email protected]

[email protected]


28/06/2016 566

49. SPAIN - IBZ/LEIB - Ibiza Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 9.12% -5.69% -2.36% 7.34% 7.11%

Base [STATFOR] 8.67% 2.93% 2.95% 2.75% 2.83%

High [STATFOR] 10.92% 4.40% 3.92% 3.60% 3.73%

Low [STATFOR] 5.90% 1.06% 1.61% 1.51% 1.59%



Coordinated (Level 3) Whole season Schedules Facilitated (Level 2) Whole season no


28/06/2016 567


Airport Capacity and Performance (ACAP): Airport will be closely monitored as significant traffic increase is forecasted.



28/06/2016 568

50. SPAIN - MAD/LEMD – Madrid Barajas Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -0.97% -13.08% -10.74% 2.85% 7.01%

Base [STATFOR] -0.99% 1.98% 1.76% 1.48% 2.04%

High [STATFOR] 0.97% 3.68% 3.17% 2.93% 2.74%

Low [STATFOR] -3.44% 0.00% 0.18% 0.07% 0.58%

Reporting Local 2.50% 3.10% 3.50% 3.50% 3.10%





28/06/2016 569




23:00 - 04:59 20 20 38 No

05:00 - 05:59 17 29 46 No

06:00 - 21:59 48 52 100 Yes

22:00 - 22:59 28 20 48 No

Additional Information: We have two RWYs configurations: 1. North Configuration: 36R / 36L for take-offs, 32R / 32L for landings – Preferred configuration; 2. South Configuration: 14R / 14L for take-offs, 18R / 18L for landings - Non-preferred configuration. In South Configuration, the sustainable ATC capacity is

46 arrivals/hour (optimum) instead of 48 arrivals/hour.



Year 2016 2017 2018 2019 2020

Forecast Capacity


701.530 100 701.530 100 701.530 100 701.530 100 701.530 100

Traffic Forecast


375.706 387.352 400.910 414.942 427.805


5.1. Airport Events

NM Follow-up


New cargo area for Iberia among RWY32 TBD TBD Infrastructure Change






28/06/2016 570






Most frequent adverse conditions affecting airport capacity: LEMD was affected by low visibility for 19h 20min in 2012, 53h 25min in 2013, and 34h 18min in 2014.

7. TMA / APPROACH


Constraining factor: Environmental. On South Configuration.


8. TRAFFIC MIX


8.2. A380

Current status: Emirates is operating a daily service as from 01.08.2015. Next steps: Airport did not provide the information so far. Number of movements per day and per hour: SIBT 11:40 UTC / SOBT 13:25 UTC daily.

8.3. Passengers

Final destination passengers: 71.5%. Transfer passengers: 28.5%.







28/06/2016 571







Airport Capacity and Performance (ACAP): Airport is candidate for RECAT-EU, which will be further discussed.




Carolina Igal Oneca +34 91 393 71 44 [email protected] Laura Lopez Demichelis +34 91 324 36 42 [email protected] Carlos Lopez Muina +34 91 393 65 07 [email protected]

[email protected]


28/06/2016 572

51. SPAIN - PMI/LEPA - Palma De Mallorca Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 3.09% -3.60% -2.25% 1.80% 3.33%

Base [STATFOR] 6.01% 2.95% 3.33% 2.70% 2.82%

High [STATFOR] 8.23% 4.71% 4.46% 3.69% 3.90%

Low [STATFOR] 3.27% 0.85% 1.85% 1.32% 1.41%






28/06/2016 573




ARR 24L - DEP 24R 33 34 65 Yes

ARR 06L - DEP 06R 33 34 65 No

Additional Information: In S16 global capacity will be increased to 66 movements/hour.



Year 2016 2017 2018 2019 2020

Forecast Capacity


576.744 66 578.160 66 578.160 66 578.160 66 578.160 66

Traffic Forecast




5.1. Airport Events

NM Follow-up


A new taxiway for helicopters is planned between north runway and north taxiway, in front of apron gate A

01/12/2015 00:00

31/03/2016 23:59


NM Follow-up


New Holding Point (H2) 24R RWY - Phase 1 04/01/2016

00:00 31/05/2016

23:59 Capacity Enabler


NM Follow-up


New Holding Point (H6) 06R RWY 10/2016 07/2017 Capacity Enabler



28/06/2016 574












7. TMA / APPROACH


Constraining factor: Environmental. East Configuration.


8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: In summer season low cost traffic should increase.

8.2. A380

Current status: A380 operations are not expected. Nevertheless, Palma de Mallorca Airport is an alternative airport for Emirates routes from/to Barcelona Airport. Stand capacity is available for A380. CAT F procedure is available for exceptional A380 operations. Next steps: N/A

8.3. Passengers



28/06/2016 575












Airport Capacity and Performance (ACAP): Airport will be closely monitored as significant traffic increase is forecasted.




Elisa Callejo Tamayo 91 321 13 25 [email protected] Borja Ciprian Tejero +34 971 789 579 [email protected]

[email protected]


28/06/2016 576

52. SWEDEN - ARN/ESSA – Stockholm Arlanda Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 11.54% -1.36% 4.66% 3.84% -0.96%

Base [STATFOR] 4.69% 1.60% 1.35% 1.43% 1.90%

High [STATFOR] 6.40% 3.10% 2.34% 2.38% 3.30%

Low [STATFOR] 2.62% -0.28% 0.05% 0.21% 0.40%





28/06/2016 577




01R/L, 19R/L, 08/26 42 42 84 No

Additional Information: According to current environmental permit, 22 different runway combinations are allowed to be used to handle arriving/departing traffic to/from Stockholm Arlanda Airport. To handle 84 slots, segregated parallel runway combinations are used. This is not the optimum since independent parallel runway usage would allow the airport to increase runway capacity beyond 84 slots/hour.

Terminal Capacity (passengers/year): 25+ million.


Year 2016 2017 2018 2019 2020

Forecast Capacity


242.000 84 245.000 84 247.000 84 249.000 84 251.000 86

Traffic Forecast


N/A N/A N/A N/A N/A


Additional Information: 2014: 84 slots will be sufficient for a long time, probably until 2020-2025, however runway capacity is dependent on the outcome of the new environmental permit, which is expected to be active from 2016. 2020: No major airport investment is required to increase capacity beyond 86.






Memorandum of Understanding: Yes. Local Implementation Finalised: Airport did not provide the information so far.


FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): Airport did not provide the information so far. DPIs fully operational: Airport did not provide the information so far. Current Status: On going. Planned for 2016.




28/06/2016 578






7. TMA / APPROACH


Comment: There are currently no major constraints in Stockholm TMA. A pre-study has been conducted to focus on increasing TMA capacity to match Stockholm Arlanda Airport "coming" new environmental permit (if it is to be a positive outcome) as well as taking into account increased capacity needed for Bromma Stockholm Airport which is situated south of Arlanda in the city center of Stockholm. Complicated arriving and departing air traffic patterns hampers orderly traffic flows during peak but not to the extent of causing delay.

7.2. Changes foreseen in TMA: See above text. Within the next coming years a continuation of the pre-study will result in a project with the aim of updating Stockholm TMA.

8. TRAFFIC MIX


8.2. A380

Current status: The airport can accommodate A380 arrivals on a one-by-one basis. Dedicated apron with specific dedicated stands is prepared for the turnaround process. No adjustments are done on TWY. Next steps: Airport did not provide the information so far. Number of movements per day and per hour: No scheduled traffic.

8.3. Passengers








28/06/2016 579

Use of downloadable Mode-S link: Available in TWR: Unknown. Available in APP: Yes.



DMAN: Available in TWR: On going Implementation. Available in APP: No.







Karin Magnusson, Stockholm Arlanda Airport, Swedavia +46 10-109 10 77 [email protected]

LFV [email protected]


28/06/2016 580

53. SWITZERLAND - GVA/LSGG - Geneva Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 6.99% 2.57% -1.65% 1.96% 0.21%

Base [STATFOR] 2.41% 2.22% 2.20% 1.98% 2.22%

High [STATFOR] 4.25% 3.51% 3.11% 2.68% 1.35%

Low [STATFOR] 0.01% 0.52% 0.98% 0.77% 0.98%

Reporting Local 1.50% 1.50% 1.50% 1.50% 1.50%





28/06/2016 581




05 25 40 40 Yes

23 25 40 40 No

Additional Information: Runway occupancy time is an important limiting factor, and of course wake turbulence and separation regulations.

Terminal Capacity (passengers/year): The terminal capacity is not determined using the passengers/year unit. The unit used is the passengers/hour constraint: 3000 passengers/hour for arrivals, 3000 passengers/hour for departures and 6000 passengers/hour for the total flow.


Year 2016 2017 2018 2019 2020

Forecast Capacity


200.000 40 Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential

Traffic Forecast


184.224 186.987 189.792 192.639 195.528


5.1. Airport Events

NM Follow-up


New Rapid Exit Taxiway for RWY 05 TBD TBD Capacity Enabler

Efficiency Enabler Infrastructure Change

Feasibility study On going. Reprioritisation done in 2015 (i.e. implementation may be delayed).


Runway Occupancy Time reduction, which will enable the Runway Capacity to be reassessed

TBD TBD


- Negative Impact to be studied according to the construction method which will be used - In particular, this will be defined during the safety assessment to be conducted

TBD TBD The construction will be done during night without impact during daily OPS


28/06/2016 582

5.2. Special Events

NM Follow-up


X WEF annual meeting DAVOS 19/01/2016

05:00 24/01/2016

22:59 Special Event

Heavy traffic for Business Aviation with a risk of aircraft parking congestion. No impact on aerodrome capacity. NOTAM A0530/15 published to restrict "positioning flights" from LSZH.


Positioning flight not allowed from LSZH - NOTAM published

19/01/2016 05:00

24/01/2016 22:59

NM Follow-up


X International exhibition for the luxury watch and jewellery market held in the Geneva Convention Centre (Palexpo).

18/01/2016 05:00

22/01/2016 23:00

Special Event

NM Follow-up


X Business Aviation Convention held in the Geneva Convention Centre near the airport with a "Static Display" on the apron.

24/05/2016 28/05/2016 Special Event


Major increase in GA/BA traffic. Densified GA/BA aircraft parking.

21/05/2016 28/05/2016 Possible flow rate applied by ATC.

NM Follow-up


X Football Competition held in France. 10/06/2016 10/07/2016 Special Event


Football games played in Lyon TBD TBD Additional traffic expected before and after the games.

NM Follow-up


X Annual Car Show in Geneva. The Press Days will be held on March 1st and 2nd.

01/03/2016 07:00

13/03/2016 20:00

Special Event Heavy traffic expected during the Press Days.


Two press days at the beginning of the show with the arrival and departure of media and company executives. Runway capacity expected to be full morning and evening during the Press Days.

01/03/2016 07:00

13/03/2016 20:00

RWY capacity managed via PPR tool for GA/BA.

Increased numbers of GA/BA traffic. Aircraft parking stand restrictions. Flow rates applied by ATC.


28/06/2016 583






FUMs used by your airport: Yes. DPI Operational Evaluation (testing): Yes. DPIs fully operational: No. Current Status: On going. Planned for Q1 2016.








7. TMA / APPROACH



Other: Environmental and also terrain.

Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is “Airspace”: To be further investigated between the ANSP and the airport. This point is discussed during "CODE-OPALL" meetings twice a year with:

- Airports - Annecy, Chambery, Grenoble, Lyon, Geneva, - ANSPs - DSNA, Skyguide, - Military - French and Swiss Air Forces, and - Eurocontrol - NM Airport Operations and NMOC.

CODE-OPALL is a french acronyme : "COordination du DEveloppement Oprationnel des Plateformes Aroportuaires Lémaniques et Lyonnaises".

7.2. Changes foreseen in TMA: Discussions are on-going. Lack of space and terrain constraint in the vicinity of Chambery airport - VFR activities (including gliders and parachute jumping).


28/06/2016 584

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: To be noted an important mix of traffic in Geneva airport: IFR / VFR flights scheduled / charters flights and private / executive. General and business aviation represents approximately 25% of the traffic movements. No changes foreseen, however it is likely that the percentage of public flights will increase.

8.2. A380

Current status: Geneva International Airport may neither be planned as a destination nor as an alternate for A380 due to insufficient space on apron. Ref. AIP LSGG. Next steps: N/A.

8.3. Passengers






Electronic Strips: Available in TWR: No. Available in APP: No. Future plans: Expected date not yet defined.

AMAN: Available in TWR: No. Available in APP: No. Future plans: Expected date not yet defined.




Airport Capacity and Performance (ACAP): Continued cooperation with Geneva airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level.




Pauli Immonen [email protected]

Pascal Hochstrasser [email protected]


28/06/2016 585

54. SWITZERLAND - ZRH/LSZH - Zurich Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.54% -2.56% -2.45% 0.82% 0.28%

Base [STATFOR] 1.79% 2.05% 2.21% 1.95% 1.73%

High [STATFOR] 3.44% 3.33% 3.06% 2.75% 3.17%

Low [STATFOR] -0.45% 0.31% 0.91% 0.68% 0.32%






28/06/2016 586




TKOF RWY28/16 LDG RWY14 40 41 66 Yes

TKOF RWY10 LDG RWY14 32 30 62 No

TKOF RWY32/34 LDG RWY28 30 30 60 No

TKOF RWY32 LDG RWY34 32 30 60 No

Additional Information: Capacities stated above are operational capacities. All concepts outside the best configuration decrease the capacity.



Year 2016 2017 2018 2019 2020

Forecast Capacity


293.400 72 293.400 72 293.400 72 293.400 72 309.500 72

Traffic Forecast




5.1. Airport Events

NM Follow-up


X

The new TWR/APP ATC system TRACE will be updated to V2, providing improvements to the ATCOs. No negative capacity impacts planned so far.

05/04/2016 05/04/2016 System Change

5.2. Special Events

NM Follow-up


X

World Economic Forum - The WEF will be held in Davos in the Swiss mountains and LSZH is faced with a significant traffic increase, especially by state flights.

18/01/2016 24/01/2016 Special Event

Heavy traffic for Business Aviation with a risk of aircraft parking congestion. No impact on aerodrome capacity. NOTAM A0530/15 published to restrict "positioning flights" from LSZH.



28/06/2016 587

Stand capacity is very limited during the WEF event, and for certain categories only temporary parking will be available.

18/01/2016 24/01/2016






FUMs used by your airport: No. DPI Operational Evaluation (testing): Yes. DPIs fully operational: Yes. Current Status: Completed.









7. TMA / APPROACH


Constraining factor: Environmental.

Comment: TMA and approach is affected by environmental issues, due to noise abatement, which impacts the SID and STAR design and even goes as far as regulations regarding the approach over foreign territory.

7.2. Changes foreseen in TMA: Traffic monitoring of traffic passing through the TMA respectively Aor started on 2014-04-14, as the complexity is significantly increased if too much of this traffic is present.

8. TRAFFIC MIX



28/06/2016 588

8.2. A380

Current status: LSZH is authorized by the regulator (FOCA) for operations of the A380. Next steps: From October 2015 onwards Emirates operate with a second A380 to Zurich in addition to the one already operated by them and Singapore Airlines. Number of movements per day and per hour: Currently two landings and two departures per day. The available gates/stands available for the A380 are limited.

8.3. Passengers










DMAN: Available in TWR: Yes. Available in APP: Yes.

Spacing support tools in OPS: Available in TWR: Yes. Available in APP: No.


Airport Capacity and Performance (ACAP): Continued cooperation with Zurich airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level. The Network Manager will continue to support cooperative actions to identify and mitigate ATFCM delays. Operational trial will be conducted, in collaboration with Swiss, Skyguide and Zurich Airport.




Andreas Gammel [email protected] Mattes Kettner [email protected]

Jonas Wobmann, FMP Manager Skyguide, Zuerich [email protected] Patric Burri, OLZ-P, Domain Manager TWR/APP Zurich [email protected]


28/06/2016 589

55. TURKEY - AYT/LTAI - Antalya Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 10.65% -3.03% 6.56% 4.08% -1.60%

Base [STATFOR] 8.44% 5.90% 6.07% 5.26% 5.34%

High [STATFOR] 12.30% 8.70% 7.00% 6.70% 6.81%

Low [STATFOR] 2.71% 2.86% 3.90% 3.83% 3.74%





28/06/2016 590


Airport Capacity and Performance (ACAP): As the high traffic growth in Turkey impacts the airports, the Network Manager is aiming to identify actions to mitigate delays.



28/06/2016 591

56. TURKEY - IST/LTBA – Istanbul Ataturk Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 12.64% 12.63% 11.98% 8.59% 5.70%

Base [STATFOR] 8.70% 6.90% 7.14% 7.05% 7.11%

High [STATFOR] 10.28% 11.67% 9.10% 8.95% 9.05%

Low [STATFOR] 4.28% 3.64% 4.69% 4.66% 4.69%

Reporting Local Confidential Confidential Confidential





28/06/2016 592




All Configurations 31 31 62 No

Additional Information: The distance between centre lines of runways 35L-R and 17L-R is 210 meters. For this reason simultaneous parallel runway operations are not available for these runways. A newly designed ILS/DME Y RWY 23 CAT I Approach and Balked Landing Missed Approach procedure was published in Turkish AIP (AD 2 LTBA IAC-20A- 03 APRIL 14) for 23A\17L-R D configuration in order to execute simultaneous independent runway operations under specific meteorological conditions (prevailing visibility 5 Km or above and ceiling 2000 feet or above).

Terminal Capacity (passengers/year): 62.1 million in 2015 (data obtained from TAV).


Year 2016 2017 2018 2019 2020

Forecast Capacity



Traffic Forecast


Confidential Confidential Confidential N/A N/A



5.1. Airport Events

NM Follow-up


The SMART (Systematic Modernization of ATM Resources in Turkey) project involves construction of new ATC units and a centralized ACC in Ankara.

9/2006 TBD


Training System Change


TMA Change

The project aim is to provide productive, effective and safe Air Traffic Control Services in TURKEY Air Space supporting ATM systems with a network structure consisting of ACC (Area Control Centre), APP (Approach), TWR (Tower) and environment units [ADNC (Air Defence Notification Cell), CAOC (Combined Air Operations Centre), AIS (Aeronautical Information Services), FIC (Flight Information Centre) etc.] in order to support each other and take the responsibilities from each other in dynamic structure considering the emergency status.



28/06/2016 593

Additional Safety Nets, Additional CWPs, new sector structure, reduction in controller workload. Increased quality of air traffic services and better system infrastructure providing higher safety.

TBD Controller training was completed.


SMART Systems User Training for the Controllers. 19/09/2013 2015 Q1 Completed

NM Follow-up


Data Communication Link (DCL) and Digital ATIS (D-ATIS)

01/10/2012 TBD Efficiency Enabler System Change

Data Communication Link (DCL) Studies to prepare the technical specification are On going. On the other hand studies are On going to implement D-ATIS as early as possible

NM Follow-up


AMAN and DMAN Systems 19/03/2013 TBD

Efficiency Enabler System Change


Tender has been completed and contract has been signed. AMAN /DMAN System for Istanbul Ataturk Airport will be in use with SMART


Hardware Installation and Integration 07/10/2013 11/10/2013


Integration and Testing of the system. 21/10/2013 TBD

NM Follow-up


Construction of new taxiways 01/03/2014 TBD Capacity Enabler


Construction of B9A G and G1 taxiway was completed. Construction of new taxiways of H1 and H6 was completed and H2-H3-H4 is On going. 26 new parking positions on the planned Y apron were completed M7 parking position was withdrawn.

NM Follow-up


A new centre sector for Ground Control Units 2015 2016 Q2 Efficiency Enabler


Departure and Arrival sectors are now operational for Tower Control. In addition to North and South sectors, a new centre sector will be available for Ground Control.


Expedited operations, reduction in controllers' workload and R/T communication.

2015


28/06/2016 594






FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): Airport did not provide the information so far. DPIs fully operational: Airport did not provide the information so far. Current Status: On going.


Status: Planned, but still under evaluation.




7. TMA / APPROACH


Comment: According to the result of the CAPAN Analysis, the growing number of traffic in TMA has not been evaluated as a constraint on airport capacity as long as all the elementary sectors are operative.

7.2. Changes foreseen in TMA: With SMART Project, TMA sectorisation and the boundary limits will change. The traffic arriving to and departing from Istanbul Sabiha Gökcen, which has a significant impact on operations in TMA, is anticipated to increase.

8. TRAFFIC MIX

8.1. A380

Current status: According to Turkish AIP AD2 LTBA12 23 JUL 15 AIRAC AMDT 06/15, Aircraft types AN124, AN225, C5, A380, B747-8F/81, B747-500, B747-600 and A340-600 are not allowed to land at the aerodrome see LTBA AD 2.20 Next steps: No plans for the near future.

8.2. Passengers



28/06/2016 595





Electronic Strips: Available in TWR: No. Available in APP: No. Comment: On going.

AMAN: Available in TWR: No. Available in APP: Airport did not provide the information so far. Future plans: Tender has been completed and contract has been signed. AMAN/DMAN System for Istanbul Ataturk Airport will be in use with SMART.

DMAN: Available in TWR: No. Available in APP: Airport did not provide the information so far. Future plans: Tender has been completed and contract has been signed. AMAN/DMAN System for Istanbul Ataturk Airport will be in use with SMART.

Spacing support tools in OPS: Available in TWR: Airport did not provide the information so far. Available in APP: Airport did not provide the information so far.


Airport Capacity and Performance (ACAP): As the high traffic growth in Turkey impacts the airports, the Network Manager is aiming to identify actions to mitigate delays and establish closer cooperation at airport level.

Airport Collaborative Decision Making (A-CDM): The Network Manager will provide support towards A-CDM implementation.



Kemal Unlu - General Manager - TAV Istanbul (International and Domestic Terminal) [email protected]

Olcay Kilicoglu - Deputy Chief Manager DHMI [email protected] Mustafa Kivrak - ATC Manager [email protected] Kagan Ertas - Air Traffic Controller - DHMI HQ [email protected]


28/06/2016 596

57. TURKEY - SAF/LTFJ – Istanbul Sabiha Gökcen Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 11.82% 5.49% 19.02% 23.94% 18.45%

Base [STATFOR] -1.82% 7.49% 6.92% 0.00% 0.00%

High [STATFOR] 1.45% 10.39% 0.75% 0.00% 0.00%

Low [STATFOR] -6.08% 4.22% 5.35% 5.35% 3.86%





28/06/2016 597


3.1. Airport Events

NM Follow-up


X

Maintenance and repairs for RWY 06/24 Monday: 2200-2359 Tuesday: 0000-0400, 2300-2359 Wednesday: 0000-0300, 2300-2359 Thursday: 0000-0300

02/11/2015 24/03/2016 Maintenance AIP SUP 08/2015


Pilots of departing Aircraft shall request start up and push back clearance before 15 minutes from RWY closure time not regarding SLOT time. Otherwise they shall not be allowed to start up and perform push back.

02/11/2015 24/03/2016

NM Follow-up


X RWY 06/24 will be closed to departure and arrival traffic temporarily for runway maintenance and repairs

28/03/2016 27/10/2016 Maintenance


RWY closed. Pilots of departing aircraft shall request start up and push-back clearance before 45 minutes from runway closure time not regarding slot time. Otherwise they shall not be allowed to start up and push-back.

28/03/2016 30/06/2016

MON: 2230-2359 UTC TUE: 0000-0230 UTC, 2230-2359 UTC WED: 0000-0330 UTC, 2230-2359 UTC, THU: 0000-0230 UTC



19/09/2016 27/10/2016




11/07/2016 08/09/2016



Airport Capacity and Performance (ACAP): As the high traffic growth in Turkey impacts the airports, the Network Manager is aiming to identify actions to mitigate delays.



28/06/2016 598

58. UNITED KINGDOM - LHR/EGLL - London Heathrow Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 5.63% -1.21% -0.74% 0.19% 0.28%

Base [STATFOR] 1.25% 0.00% 0.00% 0.00% 0.00%

High [STATFOR] 1.25% 0.00% 0.00% 0.00% 5.62%

Low [STATFOR] 0.43% 0.61% 0.21% 0.00% 0.00%

Reporting Local -0.23% 0.14% 0.00% 0.27% -0.27%





28/06/2016 599




27L (dep) / 27R (arr) 45 45 88 No

27L (arr) / 27R (dep) 45 45 88 No

09L (arr) / 09R (dep) 45 45 88 No

Additional Information: All normal operating configurations have the same the declared capacity

Terminal Capacity (passengers/year): Terminal 1: 15 million. Terminal 2: 20 million. Terminal 3: 20 million. Terminal 4: 10 million. Terminal 5: 30 million.


Year 2016 2017 2018 2019 2020

Forecast Capacity


480.000 88 480.000 88 480.000 88 480.000 88 480.000 88

Traffic Forecast


473.034 473.696 473.696 474.975 473.692

Additional Information: 480,000 refer to the ATM cap at Heathrow as opposed to all aircraft movements. Whilst the UK government has launched a review into airport capacity in the south east of the UK (including Heathrow), there are currently no agreed plans for specific capacity expansion.


5.1. Airport Events

NM Follow-up


Introduction of initial phase of APOC including the "Heathrow Operational Efficiency Cell" and an on-site. Met forecaster which will start to provide improved flight optimisation at LHR. Regular airport stakeholder telecoms have been initiated to support better decision making. A review of the options for the next phase is underway, but scope and timescales are not yet agreed. Phase 1: Go-live planned for 12 November includes: Airport Duty Manager, Aircraft Flow Manager, Terminal Flow Manager, Stand Allocation, Engineering Faults and Met Officer.





28/06/2016 600

No significant planned operational impact 01/11/2011 01/01/2020

Additional Information: The current coalition government has initiated a review of airport capacity in the south east of the UK (including Heathrow). There are currently no agreed plans for capacity expansion at Heathrow. Opportunities to increase the resilience (as opposed to the capacity) of the Heathrow operation continue to be explored. As a result of a British Government white paper in Jan 2009 the restriction on using 09L as the departure runway has been lifted (with the aim of sharing noise alleviation within the local community more equitably). However the existing departures capacity of that runway is not sufficient to meet demand so full easterly alternation has not been implemented. Planning is now underway to increase departures capacity on 09L and arrivals capacity on 09R to enable a 09L departures operation to be mounted. Whilst this delivers an alternative operational configuration on easterlies it does not increase capacity.














7. TMA / APPROACH



Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is “Airspace”: The airspace restricts the operation at London Heathrow in terms of resilience to disruption i.e. the current structure supports a maximum declared hourly capacity of 44 arrivals and 46 departures. However, an unconstrained TMA could allow full mixed mode i.e. approximately 105 movements per hour


28/06/2016 601

7.2. Changes foreseen in TMA: LAMP project (London Airspace Management Programme) is On going. LHR will form part of the 2nd phase of the LAMP implementation which is currently timetabled 2018. In the meantime, a departures & arrivals efficiency review has been launched which is looking to deliver early implementation of procedures that will be in service of the LAMP objectives.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: Currently an increase in Super Heavies (A380) with a corresponding drop in Mediums.

8.2. A380

Current status: Emirates, Malaysian, Qantas, Singapore, BA, Qatar, Etihad, Thai operate A380's at London Heathrow. Next steps: A review is in progress to understand the changes required to enable delivery of the future forecast schedule including significant A380 growth and other new generation large aircraft. The output of this will inform the development plan for the airfield in the period 2015 - 2019. Number of movements per day and per hour: 44 movements (22 arrivals & 22 departures) per day in S15/W15.

8.3. Passengers








Electronic Strips: Available in TWR: Yes. Available in APP: No. Future plans: Install to APP in 2016.


DMAN: Available in TWR: No. Available in APP: No. Future plans: Integrated project underway to look at AMAN/DMAN product underpinning delivery to plan.

Spacing support tools in OPS: Available in TWR: Yes. Available in APP: No.


Airport Capacity and Performance (ACAP): Continued cooperation with London/Heathrow airport on enhanced information exchange between the airport and the Network Manager at pre-tactical and tactical level. The Network Manager will provide support for implementing AOP/NOP. London/Heathrow airport has started Time Based Separation (TBS) implementation in 2015 as a trial.



28/06/2016 602



Derek Provan - Airside Operations Director 0208 745 2089 [email protected] Martin Stenning- BAA - Airfield and Airline Performance Manager 07836 714368 [email protected]

Jon Proudlove General Manager Air Traffic services (NATS) 02087502600 [email protected]


28/06/2016 603

59. UNITED KINGDOM - LCY/EGLC – London City Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 0.14% 3.45% 4.43% 2.81% 11.66%

Base [STATFOR] -10.43% 0.09% 0.53% 0.36% 1.08%

High [STATFOR] -8.71% 1.45% 1.03% 1.36% 2.11%

Low [STATFOR] -11.81% -1.68% -0.70% -0.76% -0.23%





28/06/2016 604



Airport Collaborative Decision Making (A-CDM): As Advanced ATC Tower has been implemented at the airport the Network Manager will continue to provide further support as required.


28/06/2016 605

60. UNITED KINGDOM - LGW/EGKK – London Gatwick Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 4.25% -1.78% 1.46% 3.75% 3.02%

Base [STATFOR] 3.61% 2.23% 2.42% 2.33% 3.06%

High [STATFOR] 5.84% 4.46% 3.87% 0.51% 0.00%

Low [STATFOR] 1.48% 0.11% 0.91% 0.85% 1.35%





28/06/2016 606





28/06/2016 607

61. UNITED KINGDOM - STN/EGSS – London Stansted Airport



Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] -4.54% -3.41% 0.90% 8.93% 7.47%

Base [STATFOR] 2.94% 3.63% 3.67% 3.52% 4.23%

High [STATFOR] 5.27% 5.94% 5.17% 5.17% 6.18%

Low [STATFOR] 0.72% 1.40% 2.10% 2.03% 2.51%





28/06/2016 608



Airport Collaborative Decision Making (A-CDM): As Advanced ATC Tower has been implemented at the airport the Network Manager will continue to provide further support as required.


28/06/2016 609

62. UNITED KINGDOM - MAN/EGCC - Manchester Airport


Scenario 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Actual [CFMU] 5.42% 1.02% 0.25% 0.88% 1.53%

Base [STATFOR] 1.68% 2.32% 2.35% 2.28% 3.02%

High [STATFOR] 3.82% 4.28% 3.85% 3.74% 4.92%

Low [STATFOR] -0.49% 0.41% 0.99% 0.93% 1.44%

Reporting Local -0.30% 3.40% 3.30% 3.20%





28/06/2016 610




Dual Runway 33 37 61 No

Single Runway (05L/23R) 28 28 44 No

Additional Information: Runway 2 (05R/23L) is not available 2200 - 0600 local time due to local noise agreement

Terminal Capacity (passengers/year): Terminal limits are published per hour and per two hours rolling. The one hour rate is 6500 arrivals and 6800 departures. Manchester is available 24/7 for all aircraft types and open 365 days per annum. Total theoretical capacity is 116,508,000.


Year 2016 2017 2018 2019 2020

Forecast Capacity


191.675 61 199.048 61 206.007 61 213.199 61 N/A N/A

Traffic Forecast


172.498 178.363 184.249 190.145 N/A


Additional Information: Capacity increase achievable by Taxiway enhancements with addition crossing points according to demand. Hourly capacity is driven by demand and opening hours of the second runway which has been extended to 0530-0930 and 1200-1900 Monday through Saturday. Runway two opening hours are reviewed each season depending on demand.




Advanced ATC Tower Implementation







28/06/2016 611










7. TMA / APPROACH



Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is “Airspace”: Unclear at this time. NTCA airspace project will identify opportunities for capacity increase.

7.2. Changes foreseen in TMA: NTCA airspace project will redesign airspace in vicinity of Manchester. Delivery expected in 2018.

8. TRAFFIC MIX

8.1. Changes foreseen in traffic mix: Forecasted growth within Low Cost Carrier sector - more Code-C type aircraft.

8.2. A380

Current status: Available 24/7. Fire category 10. Four Code-F A380/B748 stands (one contact / three remote). Next steps: No current plans to extend A380 operations. Number of movements per day and per hour: Four scheduled A380 movements per day.

8.3. Passengers



28/06/2016 612




- A-SMGCS (level 1): Available in TWR: No. Available in APP: No. Future plans: To be deployed in 2018.

- A-SMGCS (level 2): Available in TWR: No. Available in APP: No. Future plans: To be deployed in 2018.



AMAN: Available in TWR: No. Available in APP: No. Future plans: Deployment plan being developed.

DMAN: Available in TWR: On going Implementation. Available in APP: No.




Airport Collaborative Decision Making (A-CDM): Advanced ATC Tower implemented. The Network Manager will continue to provide support towards A-CDM implementation - planned for 2017. TEN-T funded airport.



Mr Rick Mernock - Airfield and Network Performance Manager - Manchester Airports Group +44 1614892328 [email protected]

Mr John Mayhew - General Manager – Manchester - NATS (Services) +44 1612092801 [email protected]


28/06/2016 613

Additional Airport on which the Network Manager plans to provide support towards Advanced ATC Tower implementation during period 2016-2020: Liverpool (Q1 2016). New airports 2015-2020:

New Istanbul International airport – exact opening date unknown, but expected by Q1 2018 with phased implementation until 2020.

New Berlin International airport – opening dates unknown, but expected in winter period 2017-2018.

Aeroport du Grand Ouest (Notre-Dame-des Landes) – will replace Nantes Atlantique airport (LFRS) - opening planned for 2017.

New Lisbon airport – former military airfield converted to handle civilian passenger services. Opening dates unknown, but expected in 2017.

New airport in Northern Poland (Szczytno – Szymany) – former military airfield converted to handle civilian passenger services. Limited operations started gradually since January 2016.

Castellon (LECN) – limited operations started gradually since September 2015.


28/06/2016 614

ANNEX 7 – SSR CODE ALLOCATION LIST

EUR DOC 023 Attachment

INTERNATIONAL CIVIL AVIATION ORGANIZATION

EUROPEAN SECONDARY SURVEILLANCE RADAR (SSR)

CODE MANAGEMENT PLAN

Attachment

SSR CODE ALLOCATION LIST FOR THE ICAO EUR REGION

CAL V4.3 PREPARED BY THE SSR CODE SECRETARIAT MARCH 2016

RECORD OF AMENDMENTS

Amendments to the SSR Code Management Plan (CMP) for the ICAO European Region will be disseminated to States on a semi-annual basis. The space below is provided as a means of keeping a record of such amendments.

No. Date Applicable Date Entered Entered by

V3.0 06/06/2007

V3.1 22/10/2007

V3.2 20/03/2008

V3.3 15/10/2008

V3.4 27/05/2009

V3.5 19/11/2009

V3.6 10/01/2012

V4.0 01/04/2013

V4.1 14/03/2014

V4.2 12/03/2015

V4.3 17/03/2016

- 1 -

NUMERICAL LISTING ORDER OF THE CURRENT AND PLANNED USE OF SSR CODES IN THE EUR REGION

GENERAL ALLOCATION TABLE FOR SSR CODES

(numbers in parentheses refer to the explanatory notes shown overleaf)

Code

Series

Utilization Code

Series

Utilization

00 LOCAL (1) 40 TRANSIT EUR-C & EUR-B (2a)

01 TRANSIT EUR-B (2a) 41 TRANSIT EUR-D (2a)

02 TRANSIT EUR-C, EUR-D, EUR-I & EUR-J

(2a) 42 TRANSIT EUR-A & EUR-E (2a)

03 TRANSIT EUR-B & EUR-D (2a) 43 TRANSIT EUR-C & EUR-D (2a)

04 TRANSIT EUR-C & EUR-D (2a) 44 TRANSIT EUR-A, EUR-D & EUR-E (2a)

05 TRANSIT EUR-B, EUR-H & EUR-I (2a) 45 TRANSIT EUR-A & EUR-E (2a)

06 TRANSIT EUR-B & EUR-H (2a) 46 TRANSIT EUR-A & EUR-E (2a)

07 TRANSIT EUR-B & EUR-F (2a) 47 TRANSIT EUR-A, EUR-E & EUR-I (2a)

10 TRANSIT EUR-B & EUR-F (3) 50 TRANSIT EUR-J (2a)

11 TRANSIT EUR-B & EUR-H (2a) 51 TRANSIT EUR-E & EUR-G (2a)

12 TRANSIT EUR-C & EUR-D (2a) 52 TRANSIT EUR-B, EUR-D & EUR-G

13 TRANSIT EUR-D & EUR-I (2b) 53 TRANSIT EUR-B, EUR-D & EUR-G (2a)

14 TRANSIT EUR-A, EUR-E & EUR-I (2a) 54 TRANSIT EUR-A, EUR-E & EUR-G (2a)

15 LOCAL (2c) 55 TRANSIT EUR-B, EUR-D & EUR-G (2a)

16 TRANSIT EUR-J (2d) 56 TRANSIT EUR-B, EUR-D & EUR-G (2a)

17 TRANSIT EUR-E, EUR-H & EUR-I (2b) 57 TRANSIT EUR-B & EUR-F (2a)

20 TRANSIT EUR-C, EUR-B, EUR-D & EUR-H

(4) 60 TRANSIT EUR-C, EUR-D & EUR-G (2a)

21 TRANSIT EUR-B & EUR-F (2a) 61 TRANSIT EUR-C,EUR-D, EUR-E & EUR-G

(2a)

22 TRANSIT EUR-B (2a) 62 TRANSIT EUR-A & EUR-E (2a)

23 TRANSIT EUR-B & EUR-D (2a) 63 LOCAL (2a)

24 LOCAL (2c) 64 TRANSIT EUR-A, EUR-E & EUR-G (2a)

25 TRANSIT EUR-B & EUR-H (2a) 65 TRANSIT EUR-C, EUR-D, EUR-G & EUR-J

(2a)

26 TRANSIT EUR-E (2a) 66 TRANSIT EUR-B & EUR-J (2a)

27 TRANSIT EUR-B & EUR-F (2a) 67 TRANSIT EUR-B, EUR-F & EUR-J (2a)

30 TRANSIT EUR-B (2a) 70 TRANSIT EUR-I (6)

31 TRANSIT EUR-B & EUR-F (2a) 71 TRANSIT EUR-B & EUR-J

32 TRANSIT EUR-I (2a) 72 TRANSIT EUR-D

33 TRANSIT EUR-I (2a) 73 TRANSIT EUR-C & EUR-D

34 TRANSIT EUR-E & EUR-D (2a) 74 LOCAL

35 TRANSIT EUR-B (2a) 75 TRANSIT EUR-B (4)

36 TRANSIT EUR-I (2a) 76 TRANSIT EUR-B (4)

37 TRANSIT EUR-C, EUR-D & EUR-I (2a) 77 TRANSIT EUR-B (4)

- 2 -

NOTES 1. Code 0000 available as a general purpose code for local use by any State. 2. Codes used at present for domestic military purposes other than ATC in Albania, Belgium,

Bulgaria, Croatia, Czech Republic, Denmark, Estonia, France, Germany, Greece, Hungary, Italy, Latvia, Lithuania, Luxembourg, the Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Turkey and the United Kingdom are as follows.

2a) first code in the Series (XX00); 2b) first 24 codes in the Series (XX00-XX27);

2c) complete Code Series (XX00-XX77); 2d) complete Code Series excluding XX63-XX67.

3. Code 1000 reserved for assignment by ATC according to procedures defined for operations in

Mode S designated airspace, unless one of the Notes 4, 5 or 6 applies. 4. Code 2000 shall be is used by flight crew in the absence of any ATC instructions or regional

agreements unless the conditions for the use of codes: 7000, 7500, 7600 and 7700 apply. 5. Codes in these Series are used for transit purposes, with the exception of special purpose

codes 7500, 7600 and 7700. 6. Code 7000 to be used by aircraft not receiving ATC Service in order to improve the detection of

the suitably equipped aircraft, unless otherwise instructed. 7. In all the cases where in the table for a specific State, no input exist for a specific SSR code

series, the State shall not assign nor retain SSR codes from the respective SSR code series. Should an aircraft enters the AoR of that State, displaying an SSR code from that series not reflected in the table for the State, a discrete code from those to be assigned by that State shall be assigned to the aircraft.

EXPLANATION OF CONVENTIONS USED

• ATC units assigning codes are shown in BOLD, RED COLOUR, unless the meaning of green or blue applies

• ATC units which have a planned, but not implemented, use of codes are shown in Green.

• ATC units temporarily assigning or retaining codes in a manner not in conformance with the Plan shown in Blue

• ENR indicates the use of a code by the specified unit for domestic en route purposes within the designated area, used in the “Unit” column in conjunction with the appropriate ICAO designator.

• APP indicates the use of a code by the specified unit for local approach purposes, used in the “Unit” column in conjunction with the appropriate ICAO designator.

• MIL indicates the use of a code by the specified unit for domestic military purposes.

• For the purposes of clarity, where shown in the following pages, the Former Yugoslav Republic of Macedonia is abbreviated to FYROM.

- 3 -

• Meaning of the column headings:

Destination to or beyond: To reflect the “Transit” use of a code, the PA should be inserted, with the interpretation that the code could either be retained or assigned within that PA.

Insert destination(s) in case of directional assignment.

“All” should be used when a code may be used across one or more PA boundaries.

Via/Exit Point: Specify specific rule as agreed between the States applying a directional assignment.

Protection To: In addition to normal protection rules (See Part A), specify the AoR/FIR/State or PA which must be protected by the unit(s) using the code.

Remarks: Optional free text box used to clarify and amplify the code usage.

- 4 -

Series From To PA Unit CIV/MIL APP Unit which assigned A/R Destination Via/Exit Protection Remarks Ver.

00 60 67 EUR-A DA A DA V4.0

00 01 17 EUR-A GM A GM V4.0

00 40 57 EUR-A LECM A LE V4.0

00 20 37 EUR-A LPPC A LP V4.0

00 41 57 EUR-B EB A EB V4.0

00 20 37 EUR-B ED A ED V4.0

00 60 77 EUR-B EDWW A EDWW V4.0

00 01 77 EUR-B EG A EG V4.0

00 40 EUR-B EG EH EK A EG EH EK Civil North Sea Helicopters

(EG, EH, EK)

V4.0

00 60 77 EUR-B EH A EH V4.0

00 60 77 EUR-B EI A EI V4.0

00 40 57 EUR-B LE A LE V4.0

00 00 77 EUR-B LF MIL A LF V4.0

00 60 77 EUR-B LS A LS V4.0

00 20 37 EUR-C EE A EE V4.0

00 01 17 EUR-C EF A EF V4.0

00 01 17 EUR-C EK A EK V4.0

00 60 77 EUR-C EN A EN V4.0

00 40 57 EUR-C ES A ES V4.0

00 60 77 EUR-C EV A EV V4.0

00 40 57 EUR-D DT A DT V4.0

00 60 77 EUR-D LA A LA V4.0

00 20 37 EUR-D LC A LC V4.0

00 01 17 EUR-D LD A LD V4.0

00 40 57 EUR-D LG A LG V4.0

00 01 37 EUR-D LI A LI V4.2

00 40 57 EUR-D LJ A LJ V4.0

00 60 77 EUR-D LM A LM V4.0

00 01 17 EUR-D LOWK LOWS LOWW APP A LOWK LOWS LOWW V4.0

00 60 77 EUR-D LOWG LOWI LOWL APP A LOWG LOWI LOWL V4.0

00 60 77 EUR-D LQ A LQ V4.0

00 01 17 EUR-D LT A LT V4.0

00 00 17 EUR-D LW A LW V4.0

00 30 37 EUR-D LY A LY For use by Montenegro V4.0

00 40 57 EUR-D LY A LY V4.0

00 01 17 EUR-E EP A EP V4.0

00 20 37 EUR-E LB A LB V4.0

00 20 37 EUR-E LH A LH V4.0

00 20 57 EUR-E LK A LK 0020-37 for local use in the

eastern part of LK

V4.0

00 01 17 EUR-E LR A LR V4.0

00 20 37 EUR-E LU A LU V4.0

00 60 77 EUR-E LZ A LZ V4.0

00 40 57 EUR-E UK A UK V4.0

00 20 37 EUR-E UMKK A UMKK V4.0

00 20 37 EUR-E UMMV A UMMV V4.0

00 01 17 EUR-F UB A UB V4.0

00 40 57 EUR-F UD A UD V4.0

00 60 77 EUR-F UGGG A UGG V4.0

00 01 77 EUR-F UL ULMM UR US UU UW UL UR US UU UW R All V4.0

00 44 47 EUR-F UL A All V4.0

00 70 77 EUR-F UL A All V4.0

00 60 67 EUR-F ULAA A All V4.0

00 06 07 EUR-F ULDD A All V4.0

00 10 13 EUR-F ULKK A All V4.0

00 14 17 EUR-F ULPB A All V4.0

00 01 05 EUR-F ULWW A All V4.0

00 44 47 EUR-F UR A All V4.0

00 70 77 EUR-F UR A All V4.0

00 44 47 EUR-F US A All V4.0

00 70 77 EUR-F US A All V4.0

00 44 47 EUR-F UU A All V4.0

00 70 77 EUR-F UU A All V4.0

00 24 27 EUR-F UUYP A All V4.0

00 20 23 EUR-F UUYW A All V4.0

00 44 47 EUR-F UW A All V4.0

00 70 77 EUR-F UW A All V4.0

00 50 57 EUR-F UWOO A All V4.0

00 40 43 EUR-F UWPP A All V4.0

00 30 37 EUR-F UWUU A All V4.0

- 5 -


01 01 17 EUR-B EB A All V4.0

01 20 37 EUR-B ED A All V4.0

01 40 77 EUR-B EH A All V4.0

01 01 77 EUR-A DA GC GM LE LP EB ED EH R All V4.0

01 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EB ED EH R All V4.0

01 01 77 EUR-C EE EF EK EN ES EV EB ED EH R All V4.0

01 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EB ED EH R All V4.1

01 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EB ED EH R All V4.0

01 01 77 EUR-H UTTR A UTTR V4.0

02 01 77 CCAMS EE EF EK EN ES A All CCAMS V4.1

02 01 77 EUR-C EE EF EK EN ES EV EE EF EK EN ES R All LI V4.1

02 01 77 EUR-A GC MIL APP A GC V4.0

02 01 77 EUR-A LE MIL APP A LE V4.0

02 01 77 EUR-B LECB MIL APP A LECB V4.0

02 01 77 EUR-B LEPA APP A LEPA V4.0

02 01 77 EUR-B EG CIV/MIL A EG V4.0

02 01 77 EUR-D LI A All V4.0

02 01 67 EUR-B EB ED EDYY EH LF LS LI R All EUR-C EG Protection of EG and EUR-C

to be ensured by Germany

V4.0

02 70 77 EUR-B LS LI R LS V4.0

02 01 77 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY LI R All V4.1

02 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LI R All Protection of EUR-C ensured

by CCAMS

V4.0

02 01 77 EUR-H UAFM A All V4.0

02 01 77 EUR-H UA UTA UTDD UTTR UAFM R All V4.0

02 01 77 EUR-J UH A All V4.0

03 01 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK A All CCAMS V4.3

03 01 77 EUR-A DA GC GM LE LP EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3

03 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3

03 01 77 EUR-C EE EF EK EN ES EV EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3

03 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3

03 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3

03 01 77 EUR-H UTA A UTA V4.0


04 01 77 EUR-C EE EF EK EN ES EV EE EF EK EN ES R All V4.1

04 01 77 EUR-A GC APP A GC V4.0

04 01 77 EUR-B LE A LE V4.0

04 01 77 EUR-B EDGG APP A EDGG To be used within the former

EDFF FIR

V4.0


04 01 77 EUR-B EH MIL A EH EUR-C V4.0

04 01 37 EUR-B EI A EI V4.0

04 01 77 EUR-B LF A LF V4.0

04 01 77 EUR-D LI A All V4.0


04 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LI R All EUR-B Protection of EUR-B/C

ensured by CCAMS

V4.3

04 01 77 EUR-D LTBB APP A LTBB V4.0

04 01 77 EUR-H UTDD A UTDD V4.0







05 01 77 EUR-A GC MIL A GC V4.0

05 01 77 EUR-A LE MIL A LE EUR-B V4.0

05 01 77 EUR-A LPST APP A LPST V4.0

05 01 77 EUR-H UA A All V4.0

05 01 77 EUR-H UAFM UTA UTDD UTTR UA R All V4.0

05 01 77 EUR-I UE A All V4.0

05 01 77 EUR-I UHBI A All V4.0

05 01 77 EUR-I UI A All V4.0

06 01 37 EUR-B ED A All V4.0

06 40 77 EUR-B LF A All V4.0

06 01 77 EUR-A DA GC GM LE LP ED LF R All V4.0

06 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS ED LF R All V4.0

06 01 77 EUR-C EE EF EK EN ES EV ED LF R All V4.0

06 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY ED LF R All V4.1

06 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV ED LF R All V4.0

07 01 27 EUR-B EDYY A All V4.0

- 6 -


07 30 67 CCAMS EE EF EK EN ES EY A All ED EDYY EH CCAMS V4.1

07 70 77 EUR-B EDYY A All V4.0

07 01 77 EUR-A DA GC GM LE LP EDYY EE EF EK EN ES EY R All V4.1

07 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EDYY EE EF EK EN ES EY R All V4.1

07 01 77 EUR-C EE EF EK EN ES EV EDYY EE EF EK EN ES EY R All V4.1

07 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EDYY EE EF EK EN ES EY R All V4.1

07 01 77 EUR-D LT A LT V4.0

07 01 77 EUR-E LH MIL A LH V4.0

07 01 77 EUR-F ULLL A All V4.0

07 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW ULLL R All V4.0

10 01 67 EUR-B LE A All Code series loaned by

France to Spain

V4.2

10 70 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK A All LI LT U CCAMS V4.3

10 01 77 EUR-A DA GC GM LE LP EE EF EG EI EK EN EP ES EY LB LD LE LO LU LY UK R All V4.3

10 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EE EF EG EI EK EN EP ES EY LB LD LE LO LU LY UK R All V4.3

10 01 77 EUR-C EE EF EK EN ES EV EE EF EG EI EK EN EP ES EY LB LD LE LO LU LY UK R All V4.3

10 01 77 EUR-D LA LD LG LJ LO LQ LW LY EE EF EG EI EK EN EP ES EY LB LD LE LO LU LY UK R All V4.3

10 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EG EI EK EN EP ES EY LB LD LE LO LU LY UK R All U V4.3

10 01 77 EUR-D LIBN LIPA MIL APP A LIBN LIPA V4.0

10 01 77 EUR-D LT A LT V4.0

10 01 77 EUR-F URRV A All V4.0

10 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW URRV R All V4.0

11 01 77 EUR-A LP MIL A LP V4.0

11 01 37 EUR-B ED A All V4.0

11 40 57 EUR-D LM A All Temporarily delegated by

CCAMS

V4.1


11 77 EUR-B EG A EG V4.0

11 01 77 EUR-A DA EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3





11 01 77 EUR-H UA A All V4.0



12 01 37 EUR-A LE MIL A LE V4.0

12 01 77 EUR-B EDGG A EDGG EDMM EDWW EUR-C EUR-D V4.0

12 01 77 EUR-B ED EDYY EDGG R All Protection of EUR-C to be

assured by Germany

V4.0

12 01 77 EUR-B EGJJ A EG EI EGJJ rep. all Channel Islands V4.0

12 01 77 EUR-B EG EI EGJJ R All EGJJ rep. all Channel Islands V4.0

12 01 77 EUR-B EH MIL A EH V4.0

12 01 37 EUR-B LE MIL A LE V4.0

12 40 77 EUR-B LEPA APP A LEPA V4.0

12 01 77 EUR-B LF APP A LF V4.0



12 01 77 EUR-D LI A All V4.0


12 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LI R All Protection of EUR-C ensured

by CCAMS

V4.2

13 00 27 NATO NATO MIL A NATO V4.0

13 30 77 EUR-B ED A All EB EDYY EG EH LF V4.0

13 30 77 EUR-B EB EDYY EG EH EI LF ED R All V4.0

13 30 77 EUR-E LK ED R All Flights directly returning to

ED

V4.0

13 30 57 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All ED EG CCAMS V4.3

13 60 77 CCAMS EE EF EK EN EP ES EY LB LU UK A All EUR-D ED EG CCAMS V4.2

13 60 77 EUR-D LA A All V4.0

13 30 77 EUR-C EE EF EK EN ES EV EE EF EK EN EP ES EY LB LD LO LU LY UK R All V4.3

13 30 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EE EF EK EN EP ES EY LA LB LD LO LU LY UK R All V4.3

13 30 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EK EN EP ES EY LB LD LO LU LY UK R All Protection of EUR-C ensured

by CCAMS

V4.3

13 01 27 EUR-F UBBB A All Swap with 4101-37 to be

evaluated

V4.0

13 01 77 EUR-H UAFM A UAFM V4.0

13 01 77 EUR-I UE A All V4.0


13 01 77 EUR-I UI A All V4.0

14 01 77 EUR-A LECM A All V4.0

- 7 -


14 01 77 EUR-A DA GC GM LE LP LECM R All V4.0

14 01 77 EUR-B EB MIL A EB V4.0

14 01 77 CCAMS EE EF EG EI EK EN ES A All EB ED EH LF EUR-E CCAMS V4.2

14 01 77 EUR-B EG EI EE EF EG EI EK EN ES R All V4.2

14 01 77 EUR-C EE EF EK EN ES EV EE EF EG EI EK EN ES R All V4.1

14 00 77 EUR-B LF MIL APP A LF V4.0

14 01 77 EUR-B LS A LS V4.0

14 01 77 EUR-D LG A LG V4.0

14 00 77 EUR-D LI MIL APP A LI V4.0

14 01 77 EUR-D LM A LM V4.0

14 01 77 EUR-E LK A All V4.0

14 01 77 EUR-B ED LK R ED LI LS V4.3

14 01 77 EUR-D LO LK R LO V4.0

14 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LK R All V4.0

14 01 77 EUR-I UE A All V4.0


14 01 77 EUR-I UI A All V4.0


15 00 77 EUR-B LS MIL A LS V4.0

15 00 77 EUR-D LO A LO V4.0

15 01 77 EUR-F UUWV A All V4.0

15 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW UUWV R All V4.0


16 01 77 EUR-A DA APP A DA V4.0


16 00 77 EUR-D LO A LO V4.1

16 00 77 EUR-E UK A UK V4.0

16 01 77 EUR-J UH A All V4.0





17 30 77 EUR-B LF A LF V4.0

17 30 47 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All EG LI CCAMS V4.3

17 50 55 EUR-D LGMD A All Special arrangement with

Sofia

V4.0

17 56 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All EG LI CCAMS V4.3

17 30 77 EUR-B ED LS EE EF EK EN EP ES EY LB LD LG LO LU LY UK R All For flights exiting into EUR-C

or EUR-E

V4.3

17 30 77 EUR-C EE EF EK EN ES EV EE EF EK EN EP ES EY LB LD LG LO LU LY UK R All V4.3

17 30 77 EUR-D LA LC LD LG LJ LL LO LQ LT LW LY EE EF EK EN EP ES EY LB LD LG LO LU LY UK R LO Protection of LI ensured by

CCAMS

V4.3

17 30 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EK EN EP ES EY LB LD LG LO LU LY UK R All V4.3

17 30 77 EUR-D LI A LI V4.0

17 00 27 EUR-D LO A LO Flight Information Service V4.1

17 01 77 EUR-H UTA A All V4.0

17 01 77 EUR-H UA UAFM UTDD UTTR UTA R All V4.0

17 01 77 EUR-I UE A All V4.0


17 01 77 EUR-I UI A All V4.0


20 01 77 CCAMS EE EF EG EI EK EN EP ES EY LU UK A All EUR-D CCAMS V4.2

20 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EE EF EG EI EK EN EP ES EY LU UK R All V4.2

20 01 77 EUR-C EE EF EK EN ES EV EE EF EG EI EK EN EP ES EY LU UK R All EUR-B V4.2

20 01 77 EUR-E EP EY LU UK UMMV EE EF EG EI EK EN EP ES EY LU UK R All EUR-B V4.2

20 01 77 EUR-D LG A All V4.0

20 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LG R All V4.1

20 01 77 EUR-E LB LH LR LZ LG R All EUR-D Codes may be retained in

EUR-E only if flight is

returning directly to EUR-D

V4.2

20 01 37 EUR-H UTA A All V4.0

20 40 77 EUR-H UTTR A All V4.0

20 01 77 EUR-H UA UAFM UTA UTDD UTTR UTA UTTR R All V4.0


21 01 77 EUR-B ED A EUR-E EUR-D H R O U V W Z EUR-D EUR-E EH LI Code sharing with EH flights

not to enter EDYY

V4.1

21 01 77 EUR-B ED ED R All V4.0

21 01 77 EUR-D LA LD LG LJ LO LQ LW LY ED R All LI V4.1

21 01 77 EUR-E LH LK LZ ED R All V4.0

21 01 77 EUR-B EH A EB EI EG LP LE LF G M S T B C K EB EDYY EG V4.0

21 01 77 EUR-B EB EDYY EG EI LE LF LS EH R All V4.0

- 8 -


21 01 77 EUR-C EK EN EH R All ES V4.1

21 01 77 EUR-C ES A ES V4.0




22 01 77 CCAMS EE EF EG EI EK EN ES EY EP LB LD LO LU LY UK A F G LE LF LP CCAMS V4.3

22 01 77 EUR-A DA GC GM LE LP EE EF EG EI EK EN ES EY EP LB LD LO LU LY UK R All V4.3

22 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EE EF EG EI EK EN ES EY EP LB LD LO LU LY UK R All V4.3

22 01 77 EUR-C EE EF EK EN ES EV EE EF EG EI EK EN ES EY EP LB LD LO LU LY UK R All V4.3

22 01 77 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY EE EF EG EI EK EN ES EY EP LB LD LO LU LY UK R All V4.3

22 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EG EI EK EN ES EY EP LB LD LO LU LY UK R All V4.3

22 01 77 EUR-D LG A LG V4.0


23 01 53 EUR-B LF A All LI V4.0

23 54 77 EUR-B LF A All V4.0

23 01 77 EUR-A DA GC GM LE LP LF R All V4.0

23 01 77 EUR-B EB ED EDYY EG EH EI LE LS LF R All V4.0

23 01 77 CCAMS EE EF EK EN ES A EE EV EN ES V4.1

23 01 77 EUR-C EE EF EK EN ES EV EE EF EK EN ES R All EUR-B V4.1

23 01 53 EUR-D LT A All V4.0

23 54 77 EUR-D LT A All LF LI LS V4.0

23 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LQ LW LY LT R All V4.1

23 01 37 EUR-D LO LT R All V4.0

23 40 77 EUR-D LO LT R All ED V4.0

23 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LT R All EUR-B EUR-C Protection of EUR-B and

EUR-B by CCAMS

V4.0


24 00 37 EUR-B LO A LO V4.1

24 40 77 EUR-B LO A LO LK V4.1


24 01 77 EUR-F URRV A All V4.0

24 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW URRV R All V4.0

25 01 75 EUR-B ED A All ES LB V4.3

25 76 77 CCAMS EG EI V4.3

25 01 77 EUR-A DA GC GM LE LP ED EG EI R All V4.3

25 01 77 EUR-B EB EDYY EG EH EI LE LF LS ED EG EI R All V4.3

25 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY ED EG EI R All V4.3

25 01 77 EUR-E EP EY LH LK LR LU LZ UK UMKK UMMV ED EG EI R All V4.3

25 01 77 CCAMS EE EF EN ES A EE EF EN ES EV EUR-B CCAMS V4.1

25 01 77 EUR-C EE EF EN ES EV EE EF EN ES R All V4.1

25 01 77 EUR-D LT A LT V4.1

25 01 77 EUR-E LB A LB V4.1

25 01 77 EUR-H UTDD A All V4.0

25 01 77 EUR-H UA UAFM UTA UTTR UTDD R All V4.0


26 01 77 EUR-A LECS A LECS V4.0

26 01 27 EUR-B EB MIL A EB ED EH V4.0

26 30 37 EUR-B EH MIL A EB ED EH V4.0

26 40 77 EUR-B ED A EB ED EH V4.0

26 01 77 EUR-B EB ED EDYY EH EB ED EH R EB ED EH V4.0

26 01 77 EUR-B EG CIV/MIL APP A EG V4.0

26 01 57 EUR-B EI A EI V4.0


26 01 77 EUR-C EF MIL A EF V4.0

26 01 77 EUR-C EN A EN V4.0

26 01 77 EUR-D LI A LI V4.0

26 01 37 EUR-E LH A All V4.0

26 40 77 EUR-E LR A All V4.0

26 01 77 EUR-D LO LY LH LR R All Only for flights proceeding LO

-> EUR-B or LY -> EUR-E

V4.0

26 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LH LR R All V4.0

27 01 37 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK A All EUR-F CCAMS V4.3

27 40 77 EUR-B LS A All V4.0

27 01 77 EUR-A DA GC GM LE LP EE EF EG EI EK EN EP ES EY LB LD LO LS LU LY UK R All V4.3

27 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EE EF EG EI EK EN EP ES EY LB LD LO LS LU LY UK R All V4.3

27 01 77 EUR-C EE EF EK EN ES EV EE EF EG EI EK EN EP ES EY LB LD LO LS LU LY UK R All V4.3

27 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EE EF EG EI EK EN EP ES EY LB LD LO LS LU LY UK R All V4.3


27 40 77 EUR-E LK LS R LK V4.0



- 9 -



30 01 77 EUR-B LS A All V4.0

30 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS LS R All V4.0

30 01 77 EUR-C EE EF EK EN ES EV LS R All V4.0

30 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LS R All V4.1

30 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LS R All V4.0

31 01 27 EUR-B ED A All V4.0

31 30 77 EUR-B EH A All V4.0

31 01 77 EUR-A DA GC GM LE LP ED EH R All V4.0

31 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS ED EH R All V4.0

31 01 77 EUR-C EE EF EK EN ES EV ED EH R All V4.0

31 01 77 EUR-D LA DT LD LG LI LJ LM LO LQ LW LY ED EH R All LH V4.1

31 01 77 EUR-E LK ED EH R LK EP V4.0

31 01 77 EUR-D LTBB MIL A LTBB LTAA shal provide protection

to LTBB

V4.0

31 01 77 EUR-E EP A EP EUR-B EUR-C V4.0

31 01 77 EUR-E LH MIL A LH V4.0

31 01 17 EUR-F ULMM A All V4.0

31 20 31 EUR-F UL A All V4.0

31 32 34 EUR-F UUYP A All V4.0

31 35 37 EUR-F ULKK A All V4.0

31 40 77 EUR-F UD A All V4.0

31 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW UD UL ULKK ULMM UUYP R All V4.0


32 01 77 EUR-A LP A LP V4.0

32 01 77 EUR-B LE A LE V4.0

32 01 77 EUR-D LT A All EUR-D EUR-E V4.1

32 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS LT R All V4.1

32 01 77 EUR-C EE EF EK EN ES EV LT R All V4.1

32 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LT R All V4.1

32 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LT R All V4.1

32 01 77 EUR-I UE UHBI UI A All V4.0

33 01 77 EUR-A LP A All EUR-B V4.0

33 01 77 EUR-A DA GC GM LE LP R All EUR-B V4.0

33 01 77 EUR-B EDYY MIL A EB ED EH V4.0

33 01 77 EUR-B EB ED EH EDYY R EB ED EH V4.0


33 01 77 EUR-B LF A LF LS V4.0

33 01 77 EUR-B LS LF R All V4.0

33 01 77 EUR-C EF A EF V4.0

33 01 77 EUR-C EN A EN V4.1

33 60 77 EUR-C EV A EV V4.3

33 01 77 EUR-D DT MIL A DT V4.0

33 01 77 EUR-D LJ MIL A LJ V4.0

33 01 77 EUR-D LT A LT V4.1

33 01 77 EUR-E LB A LB V4.0

33 01 02 EUR-E LK A LK LZ V4.0

33 03 07 EUR-E LZ A LK V4.0

33 10 77 EUR-E LK A LK LZ V4.0

33 01 77 EUR-E LK LZ LK LZ R LK LZ V4.0


34 01 37 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK A All LF LI LS CCAMS V4.3

34 40 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK A All LF LS CCAMS V4.3

34 01 77 EUR-B EB ED EDYY EG EH EI EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3


34 01 77 EUR-D LA LC LD LG LJ LL LO LQ LT LW LY EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3

34 40 77 EUR-D LI EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3



34 01 77 EUR-A GM A GM V4.0

34 01 77 EUR-A LECM A LECM V4.0


34 00 37 EUR-D LI MIL A LI V4.0

34 01 77 EUR-H UA A All V4.0


35 01 07 EUR-B ELLX A All V4.0

35 10 37 CCAMS EE EF EK EN ES A All EDYY LB LFMM LI CCAMS V4.1

35 40 77 EUR-B ED A All V4.0

35 01 77 EUR-A DA GC GM LE LP ED EE EF EK ELLX EN ES R All V4.1

35 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS ED EE EF EK ELLX EN ES R All V4.1

35 01 77 EUR-C EE EF EK EN ES EV ED EE EF EK ELLX EN ES R All V4.1

- 10 -


35 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY ED EE EF EK ELLX EN ES R All V4.1

35 01 77 EUR-E EP EY LH LK LR LU LZ UK UMKK UMMV ED EE EF EK ELLX EN ES R All V4.1

35 01 07 EUR-E LB ELLX R All V4.0

35 10 37 EUR-B LFMM A LFMM LI V4.0

35 10 37 EUR-D LI LFMM R LI V4.0

35 10 77 EUR-E LB A LB V4.0

35 01 77 EUR-H UA A UA V4.0


36 01 77 EUR-A GM A GM V4.0

36 01 77 EUR-A LE APP A LE V4.0


36 01 77 EUR-B ED A EUR-E ED EUR-C EH LF V4.0

36 01 77 EUR-D LO ED R LO V4.0

36 01 77 EUR-E LK ED R ED LK LO V4.0


36 01 77 EUR-B EH MIL A EH For VFR traffic V4.0

36 01 77 CCAMS EI A B C EI K M S EG CCAMS V4.0


36 01 77 EUR-C EF A EF V4.0

36 01 77 EUR-C EN A EN V4.1

36 00 77 EUR-D LG CIV/MIL A LG V4.0

36 01 37 EUR-D LY A LY For use by Montenegro V4.0

36 01 77 EUR-E LR MIL A LR V4.0


37 01 77 EUR-A LE A LE V4.0

37 01 77 EUR-B EDGG A EDGG EDMM EUR-D EUR-E V4.0




37 01 17 EUR-B EI A EI V4.0

37 01 77 EUR-B LF A LF EUR-D V4.0

37 01 27 CCAMS EE EF EK EN ES A All EG CCAMS V4.1

37 30 57 EUR-B ED A EUR-C EH V4.0

37 60 77 CCAMS EE EF EK EN ES A All EG CCAMS V4.1

37 01 77 EUR-C EE EF EK EN ES EV ED EE EF EK EN ES R All V4.1

37 01 57 EUR-D LI A All V4.0

37 60 77 EUR-D LM A All V4.2

37 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LI LM R All V4.1

37 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LI LM R All Protection of EUR-C ensured

by CCAMS

V4.3

37 01 77 EUR-H UA A UA V4.0


40 01 77 EUR-B LF A All V4.0



40 01 77 EUR-C EF EK EN ES EV LF R All EE V4.1

40 01 47 EUR-E LK LF R LK V4.0

40 50 77 EUR-E LK LF R LK LZ V4.0

40 40 77 EUR-C EE A EE V4.1

40 01 77 EUR-D LD CIV/MIL A LD Training Academy Fligths V4.0

40 01 17 EUR-D LOAV APP A LOAV V4.3


to LTBB

V4.0

40 01 77 EUR-E LR A LR V4.0

40 50 77 EUR-E LZ A LZ V4.0




41 01 27 EUR-B ED A All EB EDYY EH LF LS V4.3

41 30 77 EUR-B ED A All EB EDYY EH LF LS V4.3

41 01 77 EUR-B EB EDYY EG EH EI LF ED R All V4.3

41 01 27 EUR-B LS ED R All V4.3


41 01 77 EUR-C EN A EN V4.0

41 01 27 EUR-D DT A All V4.0

41 30 47 EUR-D LQ A All V4.3

41 50 57 CCAMS LB LD LO LY A All V4.3

41 60 67 EUR-D LJ A All V4.0

41 70 77 EUR-D LW A All V4.0

41 01 77 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY DT LB LD LJ LO LQ LW LY R All V4.3

41 30 77 EUR-D LI LB LD LJ LO LQ LW LY R All V4.3

- 11 -


41 01 77 EUR-E LH LK LZ DT LB LD LJ LO LQ LW LY R LH LK LZ V4.3

41 30 77 EUR-E EP A EP V4.0

41 01 37 EUR-F UB A All V4.0

41 40 77 EUR-F UWWW A All V4.0

41 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW UB UWWW R All V4.0

42 01 77 EUR-A DA A All V4.0

42 01 77 EUR-A DA GC GM LE LP DA R All V4.0

42 15 47 CCAMS EG EI EN ES A All EUR-B EUR-E EK CCAMS V4.0

42 15 47 EUR-B EG EI EG EI EN ES R All V4.0

42 15 47 EUR-C EE EF EN ES EV EG EI EN ES R All V4.0

42 01 77 EUR-B EBBL MIL APP A EBBL V4.2

42 01 77 EUR-B ED MIL APP A ED V4.0

42 01 14 EUR-B EG A EG V4.0

42 50 77 EUR-B EG A EG V4.0

42 00 77 EUR-B LF CIV/MIL APP/

ENR

A LF V4.0

42 01 77 EUR-B LS A LS V4.0

42 01 57 CCAMS EE EF EN ES A All EUR-B EUR-E EK CCAMS V4.1

42 01 57 EUR-C EE EF ES EV EE EF EN ES R All V4.1

42 60 77 CCAMS EE EF EK EN EP ES EY LB LU UK A All EG CCAMS V4.2

42 60 77 EUR-B ED EE EF EK EN EP ES EY LB LU UK R All EUR-C EUR-E V4.2

42 60 77 EUR-C EE EF EK EN ES EV EE EF EK EN EP ES EY LB LU UK R All V4.2

42 60 77 EUR-D LO EE EF EK EN EP ES EY LB LU UK R All LI V4.2

42 60 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EK EN EP ES EY LB LU UK R All V4.2

42 01 57 EUR-C EK A EK V4.0

42 00 77 EUR-D LI CIV/MIL APP A LI V4.0

42 01 77 EUR-D LQ CIV/MIL A LQ V4.0

42 01 57 EUR-E LH A All V4.0

42 01 57 EUR-D LO LH R All LI V4.1

42 01 57 EUR-E EP EY LB LK LR LU LZ UK UMKK UMMV LH R All V4.0

43 01 77 EUR-A GCTS APP A GCTS V4.0

43 01 77 EUR-A LE MIL A LE GC V4.0


43 01 77 EUR-B EBFS MIL APP A EBFS V4.0

43 01 77 EUR-B EG A EG V4.0

43 01 67 EUR-B EH A EH Heli offshore operations EH

incl.Continental Shelf

V4.2



43 01 77 EUR-B LS A LS V4.0

43 01 77 EUR-C EV A All V4.0

43 01 77 EUR-C EE EF EK EN ES EV R All V4.0

43 01 17 EUR-D LI A All LS V4.0

43 20 37 EUR-D LW A All V4.0

43 40 47 EUR-D LA A All V4.0

43 50 77 EUR-B EDMM A All EUR-D LK Special SuperTransit use

from Munchen area into EUR-

D

V4.0

43 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY EDMM LA LI LW R All V4.1

43 01 77 EUR-D LT EDMM LA LI LW R All LTAA V4.0

43 01 77 EUR-E LK EDMM R All For flights southeastbound V4.0

43 01 77 EUR-D LTAA A LTAA V4.0

44 01 37 EUR-A DA A All V4.0

44 40 77 EUR-A GC A All V4.0

44 01 77 EUR-A DA GC GM LE LP DA GC R All V4.0

44 01 27 EUR-B EB A B C EB EG EH EI K LF V4.0

44 01 27 EUR-B EDYY EG EI EH EB R All V4.0

44 30 77 CCAMS EE EF EG EI EN ES A B C EG EI EN K EK CCAMS V4.1

44 30 77 EUR-B EG EI EE EF EG EI EN ES R All V4.1

44 30 77 EUR-C EE EF EN ES EE EF EG EI EN ES R All V4.1

44 50 57 EUR-B EB A EB V4.0

44 01 77 EUR-B ED APP A ED 44(10-47) NOT used in

Northern Germany

V4.0

44 60 77 EUR-B ELLX APP A ELLX Delegated from EB to EL V4.0

44 40 77 EUR-B LE APP A LE V4.0

44 00 77 EUR-B LF CIV/MIL APP A LF V4.0

44 01 17 EUR-B LS A LS V4.3

44 40 77 EUR-B LS A LS V4.3

44 30 77 EUR-C EK A EK V4.0

44 01 27 EUR-C EN A EN V4.0

44 01 77 EUR-D LC A LC V4.0

- 12 -


44 01 77 EUR-D LI CIV/MIL A LI V4.0

44 01 77 EUR-E LZ A All V4.0

44 01 77 EUR-D LO LZ R LO V4.0

44 01 77 EUR-E EP EY LB LH LK LR LU UK UMKK UMMV LZ R All V4.0

45 01 77 EUR-A LE A All V4.0

45 01 77 EUR-A DA GC GM LP LE R All V4.0

45 01 57 EUR-B EBBE MIL APP A EBBE V4.2


45 01 77 EUR-B EDUU A EDUU EUR-E V4.0


45 01 77 EUR-B EH CIV/MIL A EH V4.0

45 00 77 EUR-B LF CIV/MIL A LF EUR-A V4.0

45 01 77 EUR-B LS A LS V4.0

45 01 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All EG LC LI LS CCAMS V4.3


45 01 77 EUR-D LA LD LG LJ LM LO LQ LT LW LY EE EF EK EN EP ES EY LB LD LO LU LY UK R All V4.3

45 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EK EN EP ES EY LB LD LO LU LY UK R All V4.3

45 01 77 EUR-D LC A LC V4.0

45 01 77 EUR-D LI A LI V4.0

45 01 77 EUR-H UA A UA V4.0

46 01 77 EUR-A LE A All V4.0

46 01 77 EUR-A DA GC GM LP LE R All V4.0

46 01 77 EUR-A LPLA MIL A LPLA V4.0


46 01 77 EUR-B ED APP A ED V4.0

46 01 77 EUR-B EG A EG V4.0

46 00 77 EUR-B LF CIV/MIL A LF V4.0

46 01 77 EUR-D LC A LC V4.0

46 01 77 EUR-D LI A LI V4.0

46 01 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All EG LC LI CCAMS V4.3


46 01 77 EUR-D LA LD LG LJ LM LO LQ LT LW LY EE EF EK EN EP ES EY LB LD LO LU LY UK R All LI V4.3


47 01 77 EUR-A LP A All V4.0

47 01 77 EUR-A DA GC GM LE LP R All V4.0

47 01 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK A All LF LI LS CCAMS V4.3

47 01 77 EUR-B EB ED EDYY EG EH EI LE EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3


47 01 77 EUR-D LA LC LD LG LJ LL LO LQ LT LW LY EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK R All V4.3


47 01 77 EUR-B LF A LF EUR-A V4.0

47 01 77 EUR-D LI A LI V4.0



50 01 77 EUR-A GC APP A GC V4.0

50 01 77 EUR-A LECM LECS A LECM LECS V4.0

50 01 77 EUR-B EDGG EDWW A All EDYY EH LK EUR-C V4.0

50 01 77 EUR-B EDYY EH EDGG EDWW R ED EH V4.0

50 01 77 EUR-E LK EDGG EDWW R LK EUR-D V4.0

50 01 12 EUR-B EG A EG V4.2

50 20 77 EUR-B EG A EG V4.2


50 01 77 CCAMS EE EF EK EN ES EY LB LU UK A EUR-C EUR-E EUR-B EUR-D LK CCAMS V4.1

50 01 77 EUR-C EE EF EK EN ES EV EE EF EK EN ES EY LB LU UK R All V4.1

50 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EK EN ES EY LB LU UK R All V4.1

50 01 77 EUR-D DT A DT V4.0

50 01 77 EUR-D LG MIL APP A LG V4.0

50 01 77 EUR-D LO MIL A LO V4.0

50 01 77 EUR-D LT A LT V4.1

50 01 77 EUR-D LY A LY CCAMS yellow codes V4.3

50 01 77 EUR-J UH A All V4.0


51 01 76 EUR-B EB A EB V4.1

51 77 EUR-B EB A EB EH V4.1

51 01 77 EUR-B ED A ED EB EH LF EUR-C EUR-D

EUR-E

V4.0

51 01 77 EUR-B EDYY ED R All V4.0

51 01 77 EUR-B EG MIL A EG V4.0

51 77 EUR-B EH MIL A EH V4.1

51 01 77 EUR-B LF A LF V4.0

51 01 27 EUR-B LS A LS V4.3

- 13 -


51 56 77 EUR-B LS A LS V4.3

51 01 77 EUR-C EN A EN V4.0

51 01 77 EUR-D LI A LI V4.0

51 01 77 EUR-D LT A LT V4.1

51 01 37 EUR-E UMMV A All V4.0

51 40 67 CCAMS LO A EUR-E LK Code loaned by LK for

special super transit use

V4.1

51 70 77 EUR-E LK A All V4.0

51 01 77 EUR-C EE EF EK ES EV LK LO UMMV R All V4.0

51 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LK LO UMMV R All V4.0

51 01 77 EUR-G UN UO US A All V4.0


52 71 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All EUR-B CCAMS V4.3

52 71 77 EUR-B EGJJ A All EGJJ rep. all Channel Islands V4.0


52 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EE EF EG EGJJ EI EK EN EP ES EY LB LD LO LU LY UK R All EGJJ rep. all Channel Islands V4.3





53 01 77 EUR-A LE A All EUR-B V4.0

53 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS LE R All V4.0

53 01 77 CCAMS EE EF EN ES A EE EF EN ES EV EUR-B CCAMS V4.1

53 01 77 EUR-C EE EF EN ES EV EE EF EN ES R All V4.1

53 01 77 EUR-D LT A All V4.0

53 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY LT R All V4.1

53 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LT R All V4.0


54 01 77 EUR-A LP A All V4.0

54 01 77 EUR-A DA GC GM LE LP R All V4.0


54 01 77 EUR-B EDGG MIL APP A EDGG V4.0

54 01 77 CCAMS EG EI EN ES A B C EG EI EN K M S EK CCAMS V4.0

54 01 77 EUR-B EG EI EG EI EN ES R All V4.0

54 01 77 EUR-C EN ES EG EI EN ES R All V4.0

54 01 77 EUR-B EH CIV/MIL APP A EH V4.0


54 01 77 EUR-C EF A EF V4.1

54 01 77 EUR-C EK A EK V4.0

54 01 77 EUR-D LI A LI V4.0

54 01 77 EUR-E LR A All V4.0

54 01 77 EUR-D LA LD LG LJ LO LQ LT LW LY LR R All LI Protection of LI ensured by

CCAMS

V4.3

54 01 77 EUR-E EP EY LB LH LK LU LZ UK UMKK UMMV LR R All V4.0



55 01 77 EUR-B LECB A All V4.0

55 01 77 EUR-B EB ED EDYY EG EH EI LF LS LECB R All V4.0

55 01 77 EUR-C EK EN ES LECB R EK EN ES EF ENOB V4.2

55 01 77 EUR-C EF A EF V4.0

55 01 17 EUR-C ENOB A ENOB V4.2

55 01 37 EUR-D LG A All V4.0

55 40 77 EUR-D LC A All V4.0

55 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LC LG R All V4.1

55 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LC LG R All EUR-F EF Protection by CCAMS V4.0

55 01 17 EUR-F USCC A All V4.0

55 20 57 EUR-F USSS A All V4.0

55 60 63 EUR-F USCC A All V4.0

55 64 67 EUR-G USDD A All V4.0

55 70 77 EUR-G USRR A All V4.0

55 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW USCC USSS R All V4.0


56 60 64 EUR-B EG A EG V4.3

56 01 47 EUR-B LF A All V4.0


56 65 76 CCAMS EG EI EK A All EUR-D EUR-E EN LFMM CCAMS V4.3

56 60 76 EUR-B LFMM A All EUR-A LI V4.2

56 01 76 EUR-B EB ED EDYY EG EH EI LE LF LS EG EI ELLX EK LF R All EUR-D V4.2

56 01 76 EUR-C EK ES EG EI ELLX EK LF R All EF V4.2

56 77 EUR-B LF A LF Medical emergency V4.2

56 01 77 EUR-C EN A EN V4.0

- 14 -


56 01 77 EUR-D LC A All V4.0

56 01 77 EUR-D DT LA LD LG LJ LM LO LQ LT LW LY LC R All V4.0

56 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV LC R All EUR-F EF Protection by CCAMS V4.0

56 01 07 EUR-F USUU A All V4.0

56 10 17 EUR-F USPP A All V4.0

56 20 27 EUR-F USKK A All V4.0

56 30 33 EUR-G USHB A All V4.0


56 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW UN UO US R All V4.0


57 01 77 EUR-B LS A All V4.0

57 01 77 EUR-A DA GM LE LP LS R All GC V4.0

57 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS R All V4.0

57 01 77 EUR-C EK EN LS R All ES V4.0

57 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LS R All V4.1

57 01 77 EUR-C ES A ES V4.0

57 01 77 EUR-E LB A LB V4.0

57 01 37 EUR-F ULLL A All V4.0

57 40 47 EUR-F ULOL A All V4.0

57 50 73 EUR-F UL A All V4.2

57 74 77 EUR-F UUYW A All V4.2

57 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW UL UU R All V4.0



60 01 37 EUR-B EG A EG Special events activated by

NOTAM

V4.2



60 01 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All EB EG LF CCAMS V4.3

60 01 77 EUR-B ED LS EE EF EK EN EP ES EY LB LD LO LU LY UK R All V4.3


60 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EE EF EK EN EP ES EY LB LD LO LU LY UK R All V4.3





61 01 77 EUR-B EDGG A EDGG To be used within former

EDLL FIR

V4.0

61 01 77 EUR-B EG CIV/MIL A EG EUR-C V4.0




61 10 27 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All LS CCAMS V4.3

61 30 77 CCAMS EE EF EK EN EP ES EY LB LU UK A All EUR-D CCAMS V4.3

61 01 77 EUR-C EE EF EK EN ES EV EE EF EK EN EP ES EY LB LO LU UK R All V4.2

61 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EK EN EP ES EY LB LO LU UK R All V4.2

61 01 07 EUR-D LHKR A All Temporarily delegated to

Hungarocontrol for flights in

Kosovo airspace

V4.1

61 30 77 EUR-D DT A All V4.0

61 01 77 EUR-D LA LC LD LG LI LJ LL LM LO LQ LT LW LY DT EE EF EK EN ES EY LB LO LU UK R All V4.1


62 01 77 EUR-A GC A All V4.0

62 01 77 EUR-A DA GM LE LP GC R All V4.0

62 01 47 CCAMS EE EF EG EI EK EN ES A EUR-C B C EG EI K M S T LF CCAMS V4.1

62 01 47 EUR-B EG EI EE EF EG EI EK EN ES R All V4.1

62 01 47 EUR-C EE EF EK EN ES EV EE EF EG EI EK EN ES R All V4.1

62 60 77 CCAMS EK EN A EUR-C B C K EUR-E EG CCAMS V4.0

62 60 77 EUR-C EE EF EK EN ES EV EK EN R All V4.0

62 01 47 EUR-B EH CIV/MIL A EH V4.0

62 50 57 CCAMS EG EI A EH LF CCAMS V4.0

62 60 77 EUR-B EH A EG EI K EG except Channel Islands V4.0

62 50 77 EUR-B EDYY EG EH EI EG EH EI EK EN R All V4.0


62 01 77 EUR-B LS A LS V4.0

62 50 77 EUR-C ES A ES V4.0

62 00 77 EUR-D LI CIV/MIL APP A LI V4.0

62 01 77 EUR-E UMMV A All V4.3

62 01 77 EUR-B ED EP EY LB LU UK UMMV R All LS Protection of LI ensured by

CCAMS

V4.3

- 15 -


62 01 77 EUR-D LA LC LD LG LJ LL LO LQ LT LW LY EP EY LB LU UK UMMV R All Protection of LI ensured by

CCAMS

V4.3

62 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EP EY LB LU UK UMMV R All V4.3

63 01 77 EUR-A GC A GC V4.0


63 01 77 EUR-B EB A EB V4.0

63 01 77 EUR-B ED A ED V4.0

63 01 67 CCAMS EG EI A LF EB CCAMS V4.0

63 70 77 CCAMS EG EI A LF LS EB CCAMS V4.0

63 01 77 EUR-B EH EG EI R EH V4.3

63 01 77 EUR-B LF EG EI R EGJJ LF LS EGJJ rep. all Channel Islands V4.3

63 70 77 EUR-B LS EG EI R LF LS V4.3

63 01 67 EUR-B LS A LS V4.0

63 01 77 EUR-B LE A LE V4.0

63 01 77 EUR-C EF A EF V4.1

63 01 77 EUR-C EK A EK V4.0

63 01 07 EUR-D LD A LD V4.3

63 01 77 EUR-D LG MIL APP A LG V4.0

63 01 77 EUR-D LI A LI V4.0

63 01 77 EUR-E EP A EP V4.0

63 10 77 EUR-E LH A LH V4.0

63 01 57 EUR-D LT A LB LR LU LT UGGG UK UR V4.1

63 60 77 CCAMS LB LU UK A LB LR LU LT UGGG UK UR CCAMS V4.3

63 01 77 EUR-D LT LB LT LU UK R All V4.3

63 01 77 EUR-E LB LR LU UK LB LT LU UK R All V4.3

63 01 77 EUR-F UGGG URRV LB LT LU UK R All V4.3

64 01 77 EUR-A GM A All V4.0

64 01 77 EUR-A DA GC LE LP GM R All V4.0


64 40 77 EUR-B EBCV MIL APP A EBCV V4.2

64 01 37 EUR-B EDWW A EUR-C EUR-E EUR-D O U V EUR-C EUR-E EUR-D LI LM H D V4.3

64 40 77 EUR-B EDMM A EUR-C EUR-E EUR-D O U V EUR-C EUR-E EUR-D LI LM H D V4.3

64 01 77 EUR-B EDYY EDMM EDWW R All V4.0

64 01 77 EUR-D LO EDMM EDWW R All V4.0

64 01 77 EUR-E LH LK LZ EDMM EDWW R All V4.0



64 01 77 EUR-B EH CIV/MIL APP A EH V4.0

64 01 77 EUR-B LF A LF EUR-A V4.0

64 01 77 CCAMS EE EF EK EN ES A EE EF EK EN ES EUR-B EUR-E CCAMS V4.1

64 01 77 EUR-C EE EF EK EN ES EV EE EF EK EN ES R EE EF EK EN ES V4.1

64 01 77 EUR-D LI A LI V4.0

64 57 67 EUR-D LG A All EUR-E Temporarily delegation by

CCAMS

V4.1

64 60 67 EUR-E UMKK A All V4.0

64 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EP EY LG LU UMKK UMMV R All V4.2


65 01 77 EUR-A LECS A LECS V4.0

65 01 77 EUR-B EDGG A EDGG To be used within former

EDLL FIR

V4.0



65 01 17 CCAMS EE EF EK EN EP ES EY LU UK A All EUR-D EG CCAMS V4.3

65 01 17 EUR-D LJ A All V4.0

65 20 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK A All EG CCAMS V4.3

65 01 77 EUR-C EE EF EK EN ES EV EE EF EK EN EP ES EY LB LD LJ LO LU LY UK R All V4.3

65 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EE EF EK EN EP ES EY LB LD LJ LO LU LY UK R All V4.3

65 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EE EF EK EN EP ES EY LB LD LJ LO LU LY UK R All V4.3


65 01 77 EUR-J UH A All V4.0


66 01 77 EUR-A LE CIV/MIL A LE V4.0

66 01 77 EUR-A LP MIL APP A LP V4.0

66 60 77 EUR-A LXGB APP A LXGB V4.0

66 01 17 EUR-B ED A All V4.0

66 20 37 EUR-D LG A All V4.1

66 20 37 EUR-E LK A All ED V4.1

66 20 37 EUR-E UMKK A EUR-C EUR-E EUR-F LK Only to be used for

eastbound and northbound

flights

V4.1

66 40 77 EUR-B ED A All LB V4.1

- 16 -


66 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS ED LK R All V4.0

66 01 77 EUR-C EE EF EK EN ES EV ED UMKK R All V4.0

66 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY ED LG R All V4.1

66 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV ED UMKK R All V4.0

66 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW ED UMKK R All V4.0

66 40 67 EUR-D LB A LB V4.1

66 01 77 EUR-J UH A All V4.0

67 01 77 EUR-B LF A All V4.0



67 01 77 EUR-C ES A ES V4.1


to LTBB

V4.0

67 01 77 EUR-E LR A LR VFR flights V4.0

67 01 27 EUR-E LZ A LZ V4.0

67 01 17 EUR-F UUYY A All V4.0

67 20 37 EUR-F UW A All V4.0

67 40 77 EUR-F UGGG A All V4.0

67 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW UGGG UU UW R All V4.0

67 01 77 EUR-J UH A All V4.0

70 01 77 EUR-A GC A GC V4.0





70 01 77 EUR-B EH A EH V4.0


70 01 77 EUR-B LF A LF VFR V4.0

70 01 77 CCAMS EE EF EK EN ES A EUR-C EUR-B EUR-E CCAMS V4.1


70 20 77 EUR-D LD A LD V4.0

70 01 77 EUR-D LG A LG V4.0

70 01 67 EUR-D LI A LI V4.0

70 01 17 EUR-D LJ A LJ V4.0

70 01 77 EUR-E EY A EY V4.0

70 01 77 EUR-E LH A LH VFR V4.0

70 01 77 EUR-E LK MIL APP A LK V4.0

70 01 17 EUR-E LU A LU V4.1

70 40 77 EUR-F UGGG A UGG V4.0


71 01 67 EUR-B EB A All V4.0


71 01 77 EUR-A DA GC GM LE LP EB ELLX R All V4.0

71 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EB ELLX R All ES V4.0

71 01 77 EUR-C EE EF EK EN ES EV EB ELLX R All ES V4.0

71 01 77 EUR-E EP EY UMKK UMMV EB ELLX R All V4.2

71 00 EUR-B EG A EG Swanwick saturation code V4.0

71 00 EUR-B LS A LS Helicopter Emergency

Medical Services (HEMS)

flights

V4.0

71 01 77 CCAMS LO A All EUR-D EUR-E EUR-B LK Only those codes will be

assigned that do not enter LO

from ED or LK.

V4.1

71 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LO R All V4.1

71 01 77 EUR-E LB LH LR LU LZ UK LO R All V4.0

71 01 77 EUR-J UH A All V4.0



72 00 EUR-B EG MIL A EG V4.0

72 01 57 EUR-B EG A EUR-B CCAMS yellow codes V4.2

72 01 57 EUR-B EB ED EDYY EH LF LS EG R All V4.1

72 60 67 EUR-B EG A EG CCAMS yellow codes V4.2

72 70 77 CCAMS EG EI A EB EG EH EI LF V4.3

72 70 77 EUR-B EB EG EH EI LF LS EG EI R All V4.3

72 60 77 EUR-B EDUU EDWW A EUR-C EP EY UMKK V4.1

72 60 77 EUR-B EDYY EDUU EDWW R All V4.2

72 60 77 EUR-C EE EF EK EN EP ES EV EY UMKK EDUU EDWW R All V4.1

72 50 57 EUR-C EE MIL A EE V4.3

72 01 47 EUR-C ES A ES V4.0

72 01 07 EUR-D LW A All V4.3

72 10 27 CCAMS EP EY LB LD LO LU LY UK A All ES CCAMS V4.3

- 17 -


72 30 77 EUR-D LL A All EUR-D V4.1

72 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EP EY LB LD LL LO LU LW LY UK R All V4.3

72 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EP EY LB LD LL LO LU LW LY UK R All V4.3

72 01 77 EUR-H UA A UA V4.0



73 00 EUR-B EG CIV/MIL A EG V4.0

73 01 27 CCAMS EG EI A EG EH EI CCAMS V4.0

73 30 47 EUR-B EH A EG EH EI V4.0


73 01 47 EUR-B EG EH EI EG EH EI R EG EH EI V4.0

73 01 77 EUR-B LE APP A LE V4.0


73 00 EUR-B LS MIL A LS V4.0

73 50 67 EUR-B ED A EUR-C V4.0

73 70 77 CCAMS EE EF EK EN ES A All EUR-B CCAMS V4.1

73 50 77 EUR-C EE EF EK EN ES EV ED EE EF EK EN ES EV R All V4.1

73 01 27 EUR-C EK MIL A EK V4.1

73 30 47 EUR-C ES A ES V4.1

73 01 07 EUR-D LQ A All Temporary delegation by

CCAMS

V4.2

73 10 77 CCAMS LO A All V4.2

73 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY LO LQ R All V4.2

73 01 77 EUR-E LB LH LK LR LU LZ UK LO LQ R All V4.2



74 70 77 EUR-B EDWW A EDWW North Sea V4.1

74 70 77 EUR-B EDMM A All LK LO V4.1

74 01 67 EUR-B ED A ED V4.1

74 01 67 EUR-B EDYY ED R EDYY V4.1

74 70 77 EUR-D LO EDMM R LK LO V4.1

74 70 77 EUR-E LK EDMM R LK LO V4.1

74 00 37 EUR-B EG A EG V4.0


74 01 37 EUR-B LF A LF Coordination OAT GAT and

in Flt refuel

V4.0

74 40 77 EUR-B LF A EG EI B C K M S T V4.0

74 40 77 EUR-B EG EI LF R All V4.3

74 01 57 CCAMS EE EF EK EN ES A EUR-C EUR-B CCAMS V4.2

74 01 57 EUR-C EE EF EK EN ES EV EE EF EK EN ES R EUR-C V4.2

74 60 77 EUR-C ES A ES V4.2

74 01 37 EUR-D LD A LD V4.3

74 01 77 EUR-D LG A LG V4.0

74 01 77 EUR-D LI A LI V4.0

74 40 77 EUR-D LY A LY CCAMS yellow codes V4.3

74 01 77 EUR-E EP A EP ES V4.0


75 10 35 EUR-B LS A All V4.3


75 40 47 EUR-B ED A All V4.0

75 50 67 EUR-B LF A All V4.1

75 70 77 EUR-B EL A All Temporary delegation by

CCAMS

V4.3

75 01 77 EUR-A DA GC GM LE LP EL R All V4.3

75 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS EL R All V4.3

75 01 77 EUR-C EE EF EK EN ES EV EL R All V4.3

75 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY EL R All V4.3

75 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV EL R All V4.3

75 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW EL R All V4.3

76 01 17 EUR-B ED A EUR-D EUR-E V P O U R Y Z EUR-D EUR-E EG LF LI LM H D V4.1

76 20 67 EUR-B ED A EUR-C EUR-D EUR-E V P O U R Y Z EUR-C EUR-D EUR-E EG LF LI LM H D V4.3

76 70 77 CCAMS EE EF EK EN ES A All ED LF LI LS CCAMS V4.3

76 01 77 EUR-B EB EH ED EDYY ED EE EF EK EN ES R All V4.3

76 20 77 EUR-C EE EF EK EN ES EV ED EE EF EK EN ES R All V4.3

76 01 77 EUR-D LD LJ LO LT LY ED EE EF EK EN ES R All V4.3

76 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV ED EE EF EK EN ES R All V4.3

76 01 77 EUR-F UB UD UGGG UL ULMM UR US UU UW ED EE EF EK EN ES R All V4.3

76 01 17 EUR-B EG A EG Temporary delegation by

CCAMS

V4.3

76 20 37 CCAMS EG EI A EB EG EH EI K M S T ED LF CCAMS V4.0

76 40 77 CCAMS EG EI A EG EI K M S T ED LF CCAMS V4.0

- 18 -


76 20 37 EUR-B EB EG EH EI EG EI R All V4.3

76 40 77 EUR-B EG EI EG EI R All V4.3

76 01 77 EUR-B LF A LI LM LE LF LP D F G H ED EG V4.1


76 01 77 EUR-B LE LS LF R All V4.0

76 01 77 EUR-D DT LI LM LF R All V4.0

77 20 27 EUR-A LP A LP SAR V4.0

77 30 75 EUR-A GM A All LE LF V4.0

77 30 75 EUR-A DA GC LP GM R All V4.0

77 30 77 EUR-A LE APP A LE V4.0

77 20 75 CCAMS EG EI A B C G K M S T CCAMS V4.1

77 20 75 EUR-B EG EI EG EI R All V4.1

77 01 17 CCAMS EE EF EG EI EK EN ES A EUR-C B C DA EG EI EB EH G K LE LF

LP M S T

ED LI LS CCAMS V4.1

77 20 27 EUR-B ED A EUR-C V4.0

77 01 17 EUR-A DA GC GM LE LP EE EF EG EI EK EN ES R All V4.1

77 01 17 EUR-B EB EG EH EI LE LF LS EE EG EI EK EN ES R All V4.3

77 01 27 EUR-B EDYY ED R All V4.3

77 01 27 EUR-C EE EF EK EN ES EV ED EE EF EG EI EK EN ES R All V4.3

77 01 17 EUR-B ED A EUR-D EUR-E V4.0

77 20 75 CCAMS LO A EUR-D ED LZ CCAMS V4.1

77 01 75 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY ED LO R All V4.1

77 01 17 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV ED R All V4.1

77 30 75 EUR-B ED A ED EUR-D V4.1

77 20 27 EUR-B LF A LF LI LE SAR V4.0

77 30 75 EUR-B LF A LF V4.0

77 30 64 EUR-C EK A EK V4.0

77 65 75 EUR-C ES A ES Ground Transponder

monitoring

V4.0

77 70 75 EUR-C EE MIL A EE V4.3

77 30 67 EUR-C EV MIL A EV V4.3

77 30 75 EUR-E LZ MIL A LZ Praha to protect MIL Use by

Bratislava

V4.0

Contact details

EUROCONTROL

© June 2016 – European Organisation for the Safety of Air Navigation (EUROCONTROL)

This document is published by EUROCONTROL for information purposes. It may be copied in

whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used for

commercial purposes (i.e. for financial gain). The information in this document may not be

modified without prior written permission from EUROCONTROL.

www.eurocontrol.int

NMD/NOM/[email protected]

NMD/NOM/OPL/PLA [email protected]


NMD/NOM/[email protected]


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