Local Single Sky ImPlementation LSSIP SWEDEN

Transcription

1 EUROCONTROL Local Single Sky ImPlementation LSSIP SWEDEN Level 1 - Implementation Overview

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5 Document Title LSSIP Year 2017 for Sweden Infocentre Reference 18/02/26/41 Date of Edition 18/04/2018 LSSIP Focal Point Bengt NILSSON LSSIP Contact Person Oscar Alfaro Status Released Intended for Agency Stakeholders Available in Reference Documents LSSIP Documents LSSIP Guidance Material Master Plan Level 3 Plan Edition 2017 Master Plan Level 3 Report Year 2016 European ATM Portal STATFOR Forecasts Acronyms and abbreviations FAB Performance Plan and janst/euforordningarforflygtrafiktjanst/ binderdksefabpp.pdf LSSIP Year 2017 Sweden Released Issue

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7 APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2017 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan Edition LSSIP Year 2017 Sweden Released Issue

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9 CONTENTS 1. National ATM Environment Geographical Scope National Stakeholders Traffic and Capacity Evolution of traffic in Sweden Malmö ACC Stockholm ACC Master Plan Level 3 Implementation Report conclusions Implementation Projects National projects FAB projects Regional projects Cooperation activities FAB Coordination Regional cooperation Implementation Objectives Progress State View Detailed Objectives Implementation progress Annexes LSSIP Year 2017 Sweden Released Issue

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11 Executive Summary National ATM Context The main National Stakeholders involved in ATM in Sweden are: The Swedish Transport Agency, LFV, ACR, Swedavia, Swedish Armed Forces and The Swedish Accident Investigation Authority. Enhanced cooperation between DKSE FAB and NEFAB has been established in intra FAB arrangements at all levels. In December 2015 NEFRA FRA was implemented in NEFAB and DKSE FAB covering the airspace of the two FAB's above FL285. In April 2017 a seamless FRA was implemented between the two FAB s. The Swedish Armed Forces is an authority governed by the Swedish Parliament and the Swedish Government and is headed by the Supreme Commander. Military authorities are responsible for the certification of military aircraft and equipment, but have no other ATM regulatory power or ATM provisions responsibilities. The civil air navigation service provides service for military air traffic hence there is no military service provider in Sweden and the ATCsystem for ACC and TWR/APP is integrated civil and military. Coordination between civil Air Navigation Service Providers and Military authorities are ensured through LoAs. Traffic and Capacity Traffic in Sweden increased by 5.9% during Summer 2017 (May to October inclusive), when compared to Summer The EUROCONTROL SevenYear Forecast predicts an average annual growth between 0.0% and 2.9% during the period, with a baseline growth of 1.6%. Stockholm and Malmö ACC will have sufficient capacity to cope with the expected traffic growth during the planning period. Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the presesar and PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter PCP objectives are marked as such, the rest except AOP14, ATC02.9, ATC18 and NAV12 are considered presesar. The four aforementioned objectives are neither presesar nor PCP and will be part of an overall future indicator covering the SESAR 1 phase. Note that two objectives AOM19.1 and FCM05 are considered as both part of the presesar and PCP so their progress contributes to the percentage of both phases. The objectives declared Achieved in previous editions (up to, and including, ESSIP Edition ) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. PreSESAR Implementation PCP Implementation % % LSSIP Year 2017 Sweden 1 Released Issue

12 Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services Advanced Air Traffic Services High Performing Airport Operations Enabling Aviation Infrastructure 70% 0% 96% 58% 91% 8% 75% 9% PreSESAR PCP PreSESAR PCP PreSESAR PCP PreSESAR PCP ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter Block % LSSIP Year 2017 Sweden 2 Released Issue

13 ATM Deployment Outlook Deployed in : By 12/2018 By 12/2019 By 12/ AMHS [COM10] 88% progress Runway excursions [SAF11] 88% progress Coordination and transfer [ATC17] 85% progress Collaborative Flight Planning [FCM03] 82% progress FMTP [ITYFMTP] 72% progress GroundBased Safety Nets [ATC02.8] 62% progress 8,33 khz below FL195 [ITYAGVCS2] 48% progress Mandatory Coordination & Transfer [ITYCOTR] 97% progress Surveillance Performance & Interoperability [ITYSPI] 93% progress etod [INF07] 74% progress Voice over IP [COM11] 40% progress NewPENS [COM12] 7% progress Aircraft Identification [ITYACID] 3% progress Aeronautical Information [ITYADQ] 74% progress RNP 1 for TMA Operations [NAV03.2] 20% progress Traffic Complexity [FCM06] 0% progress Airport objec ves ESSA Stockholm Arlanda Airport Deployed in : Airport CDM [AOP05] 100% progress CCOs [ENV03] 100% progress By 12/2018 By 12/2019 By 12/ ASMGCS RMCA (former Level 2) [AOP04.2] 40% progress Airport Safety Nets [AOP12] 25% progress Initial Airport Operations Plan [AOP11] 0% progress LSSIP Year 2017 Sweden 3 Released Issue

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15 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2017, together with plans for the next years. Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players civil and military and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided; Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2016 which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions; Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document; Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned; Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the highlevel information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2016.In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base. The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2017 Sweden 4 Released Issue

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17 1. National ATM Environment 1.1. Geographical Scope International Membership Sweden is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 EUROCONTROL 1995 European Union 1995 EASA 2002 ICAO 1946 NATO NO ITU 1866 Geographical description of the FIR(s) The geographical scope of this document addresses Sweden FIR. Sweden FIR is surrounded by FIR(s) of 9 States, namely Norway FIR/UIR, Kobenhavn FIR/UIR (Denmark), Rhein UIR (Germany), Warszawa FIR/UIR (Poland), Kaliningrad FIR/UIR (Russia nonecac), Vilnius FIR/UIR (Lithuania), Riga FIR/UIR (Latvia), Tallinn FIR/UIR (Estonia) and Finland FIR/UIR. The Division Flight Level (DFL) is not applied in Sweden. LSSIP Year 2017 Sweden 5 Released Issue

18 Airspace Classification and Organisation The classification of the airspace in Sweden is shown in the following picture: Lower limit of SUECIA CTA is FL 125 in NW part of Sweden FIR over mountainous terrain (upland area). LSSIP Year 2017 Sweden 6 Released Issue

19 1.2. National Stakeholders The main National Stakeholders involved in ATM in Sweden are the following: Transportstyrelsen the Swedish Transport Agency; Luftfartsverket (LFV) the main Swedish ATS Service Provider; Aviation Capacity Resources AB (ACR) ATS Service Provider; Swedavia Swedish airport company; The military authorities (Swedish Armed Forces); The Swedish Accident Investigation Authority (SHK). Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. ACR AB LSSIP Year 2017 Sweden 7 Released Issue

20 Civil Regulator(s) General Information Civil Aviation in Sweden is the responsibility of the Ministry of Enterprise and Innovation. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The Swedish Transport Agency is further detailed in the following sections. Activity in ATM: Organisation responsible Legal Basis Rulemaking Safety Oversight Enforcement actions in case of noncompliance with safety regulatory requirements Airspace Economic Environment Security Accident investigation The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency The Swedish Transport Agency and the National Police Board Swedish Accident Investigation Authority (SHK) Swedish Transport Agency Luftfartslagen (2010:500) Civil Aviation Act Commission Regulation (EU) No 1034/2011 Luftfartslagen (2010:500) Civil Aviation Act Luftfartsförordningen ( 2010:770) Civil Aviation Ordinance Brottsbalken (1962:700) Penal code Luftfartslagen (2010:500) Civil Aviation Act Luftfartsförordningen (2010:770) Civil Aviation Ordinance Commission Regulation (EU) No 391/2013 Luftfartslagen (2010:500) Civil Aviation Act Luftfartsförordningen (2010:770) Civil Aviation Ordinance Luftfartslagen (2010:500) Civil Aviation Act Luftfartsförordningen (2010:770) Civil Aviation Ordinance Lag om luftfartsskydd (2004:1100) Civil Aviation Security Act Regulation (EU) No 996/2010 of the European Parliament and of the Council Accident Investigation Act (1990:712) Accident Investigation Ordinance (1990:717) Ordinance providing Instructions for Swedish Accident Investigation Authority (2007:860) Accidents and incidents not covered by EU No. 996/2010 may be investigated by the Swedish Transport Agency. Civil Aviation Authority Danish Transport, Construction and Housing Authority The Swedish Transport Agency is a government agency operating under the Ministry of Enterprise and Innovation. The core activities within Swedish Transport Agency are: Railway, Civil Aviation, Maritime, Traffic Registry and Road Traffic. LSSIP Year 2017 Sweden 8 Released Issue

21 The agency is institutionally separated from the ANSPs. The current organisation chart is given in Annex B. Swedish Transport Agency website: Annual Report published: Y Transportstyrelsen Årsredovisning dovisning/ar2017transportstyrelsen.pdf The address of the Danish Transport, Construction and Housing Authority website is: LSSIP Year 2017 Sweden 9 Released Issue

22 ANSP(s) LFV Name of the ANSP: LFV Governance: State enterprise Ownership: 100% Stateowned Services provided Y/N Comment ATC enroute Y LFV is the only provider of ATC enroute in Sweden for both civil and military users. ATC approach ATC Aerodrome(s) AIS CNS Y Y Y Y MET Y Partly (MET OBS and MET briefing). ATCO training Y Partly (additional training). Basic training is provided by EPN (Entry Point North). Others Additional information: Provision of services in other State(s): N Annual Report published: Y LFV Annual Report LFV s organisation chart is given in Annex B. LFV website: ACR Name of the ANSP: Aviation Capacity Resources AB (ACR) Governance: Private company Ownership: Private owned Services provided Y/N Comment ATC enroute ATC approach ATC Aerodrome(s) AIS CNS MET Y MET OBS at aerodromes N Y Y N N ATCO training Y Certified for local endorsement training Others Additional information: N Provision of services in N other State(s): Annual Report published: Y ACR Annual Report 2017 available through LSSIP Year 2017 Sweden 10 Released Issue

23 ACR s organisation chart is given in Annex B. ACR website: ATC systems in use Main ANSP part of any technology alliance 1 Y COOPANS FDPS Specify the manufacturer of the ATC system currently in use: Upgrade 2 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit Thales Upgrades are deployed twice a year as part of COOPANS development and deployment concept. No Plan SDPS Specify the manufacturer of the ATC system currently in use: Upgrade of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit Thales Upgrades are deployed twice a year as part of COOPANS development and deployment concept. No Plan ATC Units The ATC units in the Swedish airspace, which are of concern to this LSSIP are the following: ATC Unit Number of sectors Associated FIR(s) Remarks Enroute TMA Malmö 12 1 Sweden FIR Enroute call sign are the same for both Stockholm 11 3 Sweden FIR Malmö and Stockholm Sweden Control. There are two Areas of Responsibility (AoR) in Sweden FIR served by Malmö ACC and Stockholm ACC. In Stockholm TMA the three sectors are served by one or two additional op. positions (ARR/DEP/DIR) in order to handle the traffic in an efficient and safe manner. There is also one coordinator position to support the controllers in the TMA sectors. In general, Controlled Airspace in Sweden comprises all airspace between FL 95 and FL 660, including the airspace within TMAs and CTRs. The exception is the NW part of Sweden FIR over mountainous terrain (upland area) where the CTA lower limit is FL Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2017 Sweden 11 Released Issue

24 Airports General information There are 46 instrument airports in Sweden, of which 10 airports are operated by Swedavia. The other airports are in general owned and operated by the municipality where they are located (e.g. Norrköping and Kalmar Airports). Two military aerodromes are also used for regular civil traffic. Generally Swedish airports own the main part of the ATM related equipment and the ATS Provider is the contractor for the service. Airport(s) covered by the LSSIP Referring to the List of Airports in the Annex E of the European ATM Master Plan Level 3 Implementation Plan Edition 2017, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. There are four airports covered in this LSSIP: Stockholm Arlanda Airport, Göteborg Landvetter Airport, Malmö Airport and Umeå Airport. The EUROCONTROL Public Airport Corner also provides information for the following airport(s): Stockholm Arlanda: Military Authorithies The Military Authorities in Sweden (Swedish Armed Forces) is an authority governed by the Swedish Parliament and the Swedish Government and is headed by the Supreme Commander. The leadership is located at the Armed Forces Headquarters in Stockholm. The Military Authorities play, during peacetime, a limited role in managing the airspace. The civil air navigation service provides service for military air traffic hence there is no military service provider in Sweden. The legal basis for these provisions is the Swedish Civil Aviation Act (SFS 2010:500). Coordination between civil air navigation service providers and the military authorities is ensured through Letters of Agreements (LoAs). Besides the LoA there is an agreement between Swedish Armed Forces and Swedish Transport Agency concerning military demands for ATC. Military authorities are responsible for the certification of military aircraft and equipment, but have no other ATM regulatory power or ATM provision responsibilities. This is reflected in the tables below, as well as in the LSSIP Database, in which only SLoAs for Military that address the limited regulatory power and the airspace user role are kept. The Swedish Armed Forces website: LSSIP Year 2017 Sweden 12 Released Issue

25 Regulatory role Regulatory framework and rulemaking OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: N/A Authority signing such legal provision: N/A These provisions cover: Rules of the Air for OAT Organisation of military ATS for OAT OAT/GAT Coordination ATCO Training ATCO Licensing ANSP Certification ANSP Supervision Aircrew Training Aircrew Licensing Additional Information: see explanation under the 'Military Authorities' heading Means used to inform airspace users (other than military) about these provisions: N/A GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: N/A Authority signing such legal provision: N/A These provisions cover: Organisation of military ATS for GAT OAT/GAT Coordination Additional Information: See OAT comment ATCO Training ATCO Licensing ANSP Certification ANSP Supervision ESARR applicability Means used to inform airspace users (other than military) about these provisions: National AIP N National AIP N National Military AIP N National Military AIP N EUROCONTROL eaip N EUROCONTROL eaip N Other: N Other: N N/A Oversight OAT National oversight body for OAT: N/A Additional information: No OAT services provided by the military. GAT NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A Additional information: No GAT services provided by the military. LSSIP Year 2017 Sweden 13 Released Issue

26 Service Provision role Services Provided: OAT Services Provided: EnRoute N Provided by LFV EnRoute N Approach/TMA N Provided by LFV/ACR Approach/TMA N Airfield/TWR/GND N Provided by LFV/ACR Airfield/TWR/GND N AIS N Provided by LFV AIS N MET Y Provided by Swedish Armed Forces SAR Y Provided by Swedish Maritime Administration TSA/TRA monitoring Y Provided by Swedish Armed Forces. Other: Provided by LFV Other: N Additional Information: LFV and ACR are the ATS service providers, LFV also provides AIS service. Additional Information: See OAT comment GAT MET SAR FIS N N N Military ANSP providing GAT services SES certified? N/A If YES, since: Duration of the Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information: See above User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT If Military fly OATIFR inside controlled airspace, specify the available options: Free Routing Within specific corridors only Within the regular (GAT) national route network Under radar control Within a special OAT route system Under radar advisory service If Military fly GATIFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF CNS exemptions: RVSM 8.33 Mode S ACAS Others: These measures are applicable only for flying in Swedish airspace LSSIP Year 2017 Sweden 14 Released Issue

27 Flexible Use of Airspace (FUA) Military applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: FUA Level 2 implemented: FUA Level 3 implemented: Y Y Y LSSIP Year 2017 Sweden 15 Released Issue

28 2. Traffic and Capacity 2.1. Evolution of traffic in Sweden Sweden - Annual IFR Movements 1,200,000 1,000, ,000 IFR flights 600, ,000 IFR movements - Actuals IFR movements - Baseline forecast 200,000 IFR movements - High forecast IFR movements - Low forecast A = Actual F = Forecast A 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F EUROCONTROL Seven-Year Forecast (September 2017) IFR flights yearly growth 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F H 5.9% 3.4% 2.8% 3.4% 2.4% 2.5% 2.4% Sweden B 1.2% 1.6% 2.2% 5.6% 2.3% 1.6% 1.5% 1.1% 1.4% 1.4% L 5.3% 1.1% -0.4% 0.1% -0.4% -0.2% -0.1% ECAC B 1.7% 1.6% 2.8% 4.5% 2.8% 2.1% 1.9% 1.5% 1.7% 1.7% 2017 Traffic in Sweden increased by 5.9% during Summer 2017 (May to October inclusive), when compared to Summer The EUROCONTROL SevenYear Forecast predicts an average annual growth between 0.0% and 2.9% during the 5 year planning cycle, with a baseline growth of 1.6%. LSSIP Year 2017 Sweden 16 Released Issue

29 2.2. Malmö ACC Traffic and enroute ATFM delays ESMMACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic* Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2017 to 31/10/2017 Performance summer 2017 Traffic Evolution 2017 Capacity Baseline Enroute Delay (min/flight) Summer Ref value Actual Capacity gap +6.4 % 130 (+5%) No The average enroute delay per flight decreased from 0.07 minutes per flight in Summer 2016 to zero in Summer Capacity Plan +1% Achieved Comments Possible alignment with FRA within NEFAB Optimizing the use of FRA when military areas are active Improved ATFCM, working with occupancy counts Continuous improvements on the ATS route network and FRA sectorisation Maintain appropriate level of staffing to open up to 12 sectors Sector configurations adapted to traffic demand Minor updates of COOPANS Maximum configuration: 12 (2 sector groups) Summer 2017 performance assessment Yes Yes Yes Yes Yes Yes Yes Yes 7 (Y) + 4 (R) sufficient to meet traffic demand. The ACC capacity baseline was estimated with ACCESS to be at 130, 5% higher than in Summer During the measured period, the average peak 1 hour demand was 126 and the average peak 3 hour demand was 119. LSSIP Year 2017 Sweden 17 Released Issue

30 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC 2017 baseline ESMM 130 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 131 1% 134 2% Ref % 131 1% L 130 0% 130 0% Open 130 0% 131 1% C/R 130 0% 132 2% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Max sectors Summer Capacity Plan Cross Border FRA with Karlsruhe Optimising the use of FRA when military areas are active Improved ATFCM, working with occupancy counts Continuous improvements on the ATS route network and FRA sectorisation Redesign of sector 4 12 (2 sector groups) Maintain appropriate level of staffing to open up to 12 sectors Minor updates of COOPANS Sector configurations adapted to traffic demand 12 (2 sector groups) 12 (2 sector groups) 12 (2 sector groups) 12 (2 sector groups) Planned Annual Capacity increase 1% 1% 1% 1% 1% Reference profile Annual % Increase 0% 1% N/A N/A N/A Difference Capacity Plan v. Reference Profile 0.8% 0.8% N/A N/A N/A Annual Reference Value (min) N/A N/A N/A Summer reference value (min) N/A N/A N/A Additional information Slight capacity issues are expected in some elementary sectors in Malmo ACC. LSSIP Year 2017 Sweden 18 Released Issue

31 Sectors available Summer 2017 WD Sectors available Summer 2017 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 A maximum of 10 sectors are planned to be regularly operated during summer 2018, though up to 12 sectors can be opened if required. ESMMACC - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook In the short term Malmo ACC will have sufficient capacity to cope with the expected traffic growth. In the medium term, following review, capacity may need to be increased in Sector K and Y. LSSIP Year 2017 Sweden 19 Released Issue

32 2.3. Stockholm ACC Traffic and enroute ATFM delays ESOSACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic* Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2017 to 31/10/2017 Performance summer 2017 Traffic Evolution 2017 Capacity Baseline Enroute Delay (min/flight) Summer Ref value Actual Capacity gap +7.5 % 112 (0%) No The average enroute delay per flight decreased from 0.12 minutes per flight in Summer 2016 to 0.05 minutes per flight in Summer % of the delays were for the reason Weather, and 19% for the reason Airspace Management. Capacity Plan +1% Achieved Comments Possible alignment with FRA within NEFAB Optimizing the use of FRA when military areas are active Improved ATFCM, working with occupancy counts Continuous improvements on the ATS route network and FRA sectorisation Maintain appropriate level of staffing to open up to 11 sectors Sector configurations adapted to traffic demand Minor updates of COOPANS Maximum configuration: 6 (N) + 5 (S) Summer 2017 performance assessment Yes Yes Yes Yes Yes Yes Yes Yes 8 sectors (4(N) + 4 (S), sufficient to meet traffic demand The ACC capacity baseline was estimated to be at the same level as in Summer During the measured period, the average peak 1 hour demand was 92 and the average peak 3 hour demand was 84. LSSIP Year 2017 Sweden 20 Released Issue

33 Planning Period The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. ACC 2017 baseline ESOS 112 Capacity Profiles Profiles (hourly movements and % increase over previous year) H 112 0% 112 0% Ref % 112 0% L 112 0% 112 0% Open 112 0% 112 0% C/R 112 0% 112 0% Summer Capacity Plan Possible Free Route Airspace alignment with FRA within NEFAB Airspace Management Advanced FUA Optimising the use of FRA when military areas are active Airport & TMA Network Integration Cooperative Traffic Management Improved ATFCM, working with occupancy counts Airspace Continuous improvements on the ATS route network and FRA sectorisation Procedures Staffing Maintain appropriate level of staffing to open up to 11 sectors Technical Minor updates of COOPANS Capacity Sector configurations adapted to traffic demand Significant Events Max sectors 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) Planned Annual Capacity increase 1% 1% 1% 1% 1% Reference profile Annual % Increase 0% 0% N/A N/A N/A Difference Capacity Plan v. Reference Profile 0.9% 1.8% N/A N/A N/A Annual Reference Value (min) N/A N/A N/A Summer reference value (min) N/A N/A N/A Additional information Sector 2 might reach its capacity limits during peak periods depending on the actual evolution of traffic demand and its complexity. LSSIP Year 2017 Sweden 21 Released Issue

34 Sectors available Summer 2018 WD Sectors available Summer 2018 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Based on the expected traffic evolution in summer 2018, a maximum of 9 sectors should be sufficient to handle traffic demand. However, as stated in the above plan, up to 11 sectors can be opened if required. ESOSACC - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook In the short term Stockholm ACC will have sufficient capacity to cope with the expected traffic growth. In the medium term, following review, capacity may need to be increased in Sector 2. LSSIP Year 2017 Sweden 22 Released Issue

35 3. Master Plan Level 3 Implementation Report conclusions Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2016 applicable to Sweden for all items that require corrective actions and improvements. Conclusion Collaborative flight planning implementation delays should be addressed and support for implementation from nm given to the local stakeholders. (page 07 of the Report) Applicable to NO, SE, UK, HU, MK, AM State s action planned for this conclusion: YES Description of the planned action: Sweden intends to fulfil all actions required to support the collaborative flight planning. All remaining actions are planned to be fully implemented 2018 by implementation of Topsky at ACC Malmö and ACC Stockholm by December Conclusion ADQ implementation issues have to be addressed as soon as possible as they can impact on swim implementation. (page 25 of the Report) Applicable to All States + EC State s action planned for this conclusion: YES Description of the planned action: Compliance with the ADQ Regulation is planned for Q LSSIP Year 2017 Sweden 23 Released Issue

36 4. Implementation Projects 4.1. National projects The main projects currently ongoing in Sweden are depicted in the table below. LFV Name of project: Schedule: Status: ATM MP Links: ADQ The project started in 2012 with the initial planning phase. During : L3: ITYADQ ADQ awareness campaigns has been performed AIS internal processes and routines have been adapted to meet the ADQ requirements minor system modifications have been implemented Service Level Agreements (SLAs) with data originators (such as airports and other parties according to chapter 2.2 in the ADQ Implementing Rule) have been signed by a majority of the stakeholders. Implementation of VoIP (2015_320_AF3) Implementing redundant WAN (2015_098_AF5) Lower Airspace optimization (104AF1) 01/01/ /12/ /01/ /12/ /02/ /12/2017 In 2015 a procurement for an ADQ compliant AIM production system was initiated. The procurement process continued during Tender evaluation late 2016 and early Implementation late Operational late Ongoing. Upgrade of VCS and Backup VCCS in progress. Network updates also in progress Ongoing. Network services for 2nd WAN implemented. Implementation Network services for 3d WAN partly delivered and endnetwork equipment at ATCC Stockholm commissioned Closed L3: COM11 DP2016: Project 2015_320_AF3; Family DP2016: Project 2015_098_AF5; Family L3: ATC15.2, NAV03.1 DP2016: Project 104AF1; Family MUS Procurement done. L3: ITYSPI LSSIP Year 2017 Sweden 24 Released Issue

37 Name of project: Schedule: Status: ATM MP Links: More efficient Flight Planning (2015_118_AF5) 01/10/ /09/2019 The requirements phase is done and and implementation has started for supporting AIM streamlining and support for SWIM Yellow Profile. The new ADQ system is delayed and therefore also requirements surrounding this. But as for the end date we are still optimistic in reaching all our goals within this. DP2016: Project 2015_118_AF5; Family SUPS Partly operational. L3: ITYSPI VHF 2018 Planned installation Final phase of radio replacements. Good progress L3: ITYAGVCS2 Swedavia Name of project: Schedule: Status: ATM MP Links: ACDM Optimization ASMGCS Level 2 implementation (2015_291_AF2) ADQ implementation Stockholm Arlanda (2015_288_AF5) DMAN Stockholm Arlanda Airport (2015_292_AF2) Enhancement of Airport Safety Nets at Stockholm Arlanda Airport Implementation of OTP (2015_294_AF2) Initial AOP (2015_290_AF2) 01/01/ /12/ /01/ /12/ /03/ /06/ /04/ /06/ /08/ /12/ /03/ /12/ /10/ /12/2018 Ongoing L3: AOP05 DP2016: Project 136AF2; Family L3: AOP04.2 DP2016: Project 2015_291_AF2; Family L3: ITYADQ DP2016: Project 2015_288_AF5; Family L3: AOP13 DP2016: Project 2015_292_AF2; Family L3: AOP12 DP2016: Project 137AF2a; Family DP2016: Project 2015_294_AF2; Family L3: AOP11 DP2016: Project 2015_290_AF2; Family LSSIP Year 2017 Sweden 25 Released Issue

38 4.2. FAB projects Name of project: Organisation(s): Schedule: Status: ATM MP Links: DKSE FAB Aeronautical Data Quality (ADQ) (2015_099_AF5) LFV (SE), Naviair (DK) 01/03/ /11/2020 Ongoing L3: ITYADQ DP2016: Project 2015_099_AF5; Family Joint Programme Office (JPO) LFV (SE), Naviair (DK) In progress in accordance to plan LSSIP Year 2017 Sweden 26 Released Issue

39 4.3. Regional projects Name of project: Organisation(s): Schedule: Status: ATM MP Links: Borealis FRA Implementation (Part 2) (2015_227_AF3_A; 2015_227_AF3_B) Borealis Free Route Airspace (Part 1) COOPANS and DSNA ATM System Convergence Programme (CODACAS), phase 1b (2015EUTM0388 S) Harmonisation of Technical ATM Platform in 5 ANSP including support of free Route Airspace and preparation of PCP program (COOPANS B3.3, B3.4 and B4.1) (2015_207_AF3_A; 2015_207_AF3_B) ANS Finland (FI), AVINOR AS (NO), EANS (EE), IAAATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) ANS Finland (FI), AVINOR AS (NO), EANS (EE), IAAATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) Austrocontrol (AT), CCL Service Provider (HR), DSNA (FR), IAA (IE), LFV (SE), Naviair (DK) Austrocontrol (AT), CCL Service Provider (HR), IAA ATS Provider (IE), LFV (SE), Naviair (DK) 15/02/ /12/ /01/ /05/2017 On going Ongoing 01/01/ /12/2020 Ongoing L3: AOM21.2 DP2016: 2015_227_AF3_A and 2015_227_AF3_B; Family L3: AOM21.2 DP2016: Project 020AF3; Family DP2016: 2015_207_AF3_A and 2015_207_AF3_B; Family LSSIP Year 2017 Sweden 27 Released Issue

40 NEFRA NewPENS Stakeholders contribution for the procurement and deployment of NewPENS (Part A: General Call; Part B: Cohesion Call) (2015_174_AF5_A; 2015_174_AF5_B) Subregional SWIM MET deployment to support NEFRA (A & B) (2015_025_AF5_A) ANS Finland (FI), AVINOR AS (NO), EANS (EE), LFV (SE), LGS (LV), Naviair (DK) End 2015 LFV (SE) 15/02/ /12/2020 Danish Meteorological Institute (DK), Finnish Meteorological Institute (FI), Swedish Meteorological and Hydrological Institute (SE) 01/11/ /12/2018. In November 2015 NEFAB implemented two different FRA areas, one covering the airspace of Norway and one covering the airspace of Finland EstoniaLatvia. In June 2016 these two areas will be joined with the existing DKSE FAB FRA and form a common FRA covering the airspaces of Sweden, Denmark, Norway, Finland, Estonia and Latvia (i.e. DKSE FAB and NEFAB) above FL 285. Ongoing L3: AOM21.2, FCM03 DP2016: 2015_174_AF5_A and 2015_174_AF5_B; Family DP2016: 2015_025_AF5_A and 2015_025_AF5_B; Family LSSIP Year 2017 Sweden 28 Released Issue

41 5. Cooperation activities 5.1. FAB Coordination DKSE FAB general: In accordance with the reply to the Commission in 2014 and the ministry declaration 2013 enhanced cooperation between DKSE FAB and NEFAB has been established in intra FAB arrangements at all levels. Since May 2017 full seamless FRA is in place in the entire airspace of DKSE FAB and NEFAB. The MET consortium NAMCon has continued their cooperation in accordance to agreed plans. FAB Board: DKSE FAB Board had 2 meetings in The military authorities in Sweden and Denmark have participated as well as the national enroute. The main focuses have been to monitor the development of the FAB. Consultation with stakeholders took place on 5 December 2017 regarding FAB developments, performance and costefficiency. Airspace: In 2017 no meetings was held I the airspace group as no proposals from airspace users or ANSPs regarding the need for airspace changes from a FAB perspective were received. Dansk Luftrumsudvikling og udviklingspotentialer was finalised in The need for harmonisation with Sweden's forthcoming Riktlinje för luftrummets utformning och användning is planned for Civil military cooperation One meeting in the civil military coordination group was held I Main issue is the Danish military operations over Bornholm. Further meetings will be held in Performance/Charging: In January 2015 the Commission adopted the DanishSwedish performance targets for RP 2 and agreed that the targets in the DanishSwedish Performance Plan are consistent with the union wide performance targets for RP2 The ToR for the High level Group has been revised to include a wider group of stakeholders in the consultation process. The annual consultation meeting 2017 took place in Stockholm on the 5th December LSSIP Year 2017 Sweden 29 Released Issue

42 Rule Harmonisation Group: MET WT Report was finalized during 2017 and the DKSE FAB Board decided to terminate the MET Working Group. While awaiting the Opinion from EASA on the Part ATS, the Rule Harmonisation Group worked according to the approved 2017 work plan for the DKSE FAB, and reported accordingly to the DKSE FAB Board. Safety Oversight Group The Safety Oversight Group had 4 meetings in 2017 and NUAC HB Stockholm was audited. Focus has been to continue the development of common procedures and standards between the two authorities, and to implement agreements in an updated version of the Authority Agreement. This work is still ongoing. In late 2017, NUAC decided to divide the NUAC training organisation in two separate certified organisations; a Danish certified by TBST and a Swedish certified by TS, and this required a lot of coordination and work in the SOG. LSSIP Year 2017 Sweden 30 Released Issue

43 5.2. Regional cooperation Regional cooperation initiatives NUAC Nordic Unified Air traffic Control The DanishSwedish FAB (DKSE FAB) was declared in The same year LFV and Naviair established the jointly owned NUAC HB Company. As from 1 July 2012 NUAC HB runs the operation of LFV s and Naviair s three ATCCs in Copenhagen, Malmö and Stockholm and handles all enroute traffic in DKSE FAB on behalf of LFV and Naviair. The prime objective of NUAC HB is to provide the most safe, efficient and inexpensive operation of air traffic in DKSE FAB. To achieve this the NUAC HB company has jointly with LFV and Naviair initiated the implementation of a number of efficiency improvement initiatives, including the development of Free Route Airspace. These initiatives will in the long term reduce airlines costs both related to ATM and fuel consumption. In addition the initiatives will have a positive effect on the environment and the climate by reducing the companies CO2 and NOX emissions. A total of around 750 employees are seconded from LFV and Naviair to NUAC HB. The ATCCs and ATMsystems remain LFV and Naviair property as they are on secondment to NUAC. The coownership of NUAC HB makes LFV and Naviair well equipped to meet future requirements and expectations in the industry. EPN Entry Point North Entry Point North (EPN), jointly owned by AVINOR, LFV, Naviair and IAA. EPN was established in 2006 by AVINOR, LFV and Naviair and was the first transnational supplier of ATM education and training. In 2013 IAA became a joint owner of the academy. EPN has its headquarters in Sturup, Sweden, and is authorised by the Swedish authorities. EPN offers initial, maintenance and development training and was created with the prime purpose to deliver standardised education of ab initios and controllers in accordance with best practices and regulations from ICAO and EC. In 2011 EPN broadened its range of courses to include the training of technical personnel engaged in the maintenance of ATM equipment known as Air Traffic Safety Electronics Personnel (ATSEP). In addition to training of the owners own personnel, EPN offers education on a commercial basis. This has led to the establishment of Entry Point Central (EPC) ATS training academy in Budapest, which is a subsidiary owned by EPN and Hungaro Control. The academy provides courses based on EPN s training programme and methods The COOPANS alliance The COOPANS (Cooperation between ANSPs) alliance is established between the five ANSPs IAA (Ireland), LFV (Sweden), Naviair (Denmark), Austro Control (Austria) and Croatia Control (Croatia) with Thales as supplier and partner. LSSIP Year 2017 Sweden 31 Released Issue

44 The overarching purpose of the alliance is to reduce costs and reduce risks related to investments and operation for each of the five ANSPs through common training, maintenance contracts etc. This is achieved through a harmonised approach where the ATM systems are upgraded to a common COOPANS ATM system. The system utilises joint software and harmonised technical and operational procedures in order to limit specific national functionalities. The organisation within COOPANS Alliance has been adapted to cover all the activities the Alliance is involved in. It will now cover the activities from SESAR to Realisation, including strategic planning. A6 Alliance The A6 Alliance was set up informally in 2007 between the ANSPs interested in accession to SJU membership, i.e.: ENAIRE, the Spanish ANSP; DFS, the German ANSP; DSNA, the French ANSP; ENAV, the Italian ANSP; NATS, the British ANSP; NORACON, (the NORth European and Austrian CONsortium). After the successful cooperation for accession to SJU membership, it was decided to formalize the A6 Alliance through a Memorandum of Cooperation which was concluded in June The aim of the cooperation and coordination between the 6 parties was to provide customer value through improving the ATM performance at a European Network Level and increasing the pace of delivering the Single European Sky. The main areas of cooperation relate to general fields of mutual interest (e.g. best practice, harmonized strategy etc.), the SESAR R&D phase and SESAR deployment phase. The governance of the A6 Alliance is ensured by a Steering Board composed of CEOs which meets on a quarterly basis and is supported by a Strategy Board composed of senior managers. An R&D Working Group and a Deployment Working Group organize cooperation at expert level. The A6 Alliance quickly became an important player and a key stakeholder of the Single European Sky and has made significant and remarkable contributions to the SESAR JU, for example on the occasion of the ATM Master Plan Updates (editions 2012 and 2015). PANSA became then a full member of the A6 Alliance, which also developed a close partnership with the COOPANS[1] ANSPs, and a strong relationship with the A4 (Airlines) and the SDAG (airports) which has resulted in the setup of an industry led consortium (SESAR Deployment Alliance (SDA)). On December, 5th 2014, the European Commission tasked the SDA with the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment. LSSIP Year 2017 Sweden 32 Released Issue

45 This partnership between ANSPs led to the formal integration of COOPANS into the A6 Alliance for SESAR Deployment Manager activities in 2015 and, strengthened by its wide membership, the A6 Alliance members has been able since then to provide significant support either in logistics or in human resources to the SESAR Deployment Manager. The A6 Alliance leads Europeanwide technical activities validated and cofunded by the EC for their consistency with the SES framework. Through the EC Connecting Europe Facility (CEF) financial program, successive proposals and actions driven by the SESAR Deployment Manager allowed significant contributions to ATM industry implementation projects within SESAR Common Projects deployment priority (currently only Pilot Common Project PCP). Moreover, in the context of SESAR2020, the B4[2] Consortium joined the A6 Alliance in 2015 and, after having been associated through an agreement established with A6 Alliance in order to authorize exchanges between their experts in the domain of R&D, Skyguide became by the end 2017 a full member of A6 through an adhoc consortium agreement with DSNA. Finally the A6, associated for the purpose to ROMATSA (Romanian ANSP) and Hungaro Control (Hungarian ANSP) and in cooperation with its A4 and SDAG partners, prepared in 2017 the establishment of SDA consortium into an AISBL[3] that became effective on 01/01/2018, for the benefit of the whole ATM industry and their end customers. NORACON North European and Austrian consortium NORACON, the North European and Austrian Consortium is led by LFV and consists of Swedavia (former LFV airports) and eight European ANSPs: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). The NORACON consortium is a formal member of the SJU during SESAR1. The purpose of the NORACON consortium is to ensure influence on the technical development in Europe, including protecting the partners longterm strategic investments in the perspective of SESAR. Within the SJU, NORACON is in lead of WP8, Information Management, and is making significant contributions to both operational and technical areas. The Borealis alliance The members of Borealis alliance are AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden), LGS (Latvia), NATS (UK) and Naviair (Denmark). The alliance is based on an Alliance Framework Agreement (AFA) signed on the 20th of June The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. By the establishment of the Borealis alliance the cooperation agreement known as NEAP (North European ANS Providers) was formally ended. Borealis has two objectives, the first relates to delivering value through business cooperation between the Members, the second to being collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint Borealis business plan. LSSIP Year 2017 Sweden 33 Released Issue

46 6. Implementation Objectives Progress 6.1. State View Overall Objective Implementation Progress distribution for applicable Implementation Objectives 2; 3% 7; 10% Ongoing Planned 2; 3% 7; 11% 9; 13% 40; 60% Late No Plan Not Applicable Missing Data Undefined Objective Progress per SESAR Key Feature Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C. Legend: ## % = Expected completion / % Progress 100% = Objective completed = Implementation Objective timeline (different colour per KF) = Completion beyond Implementation Objective timeline LSSIP Year 2017 Sweden 34 Released Issue

47 Optimised ATM Network Services AOM13.1 AOM19.1 (PCP) AOM19.2 (PCP) AOM19.3 (PCP) FCM01 FCM03 FCM04.1 STAM Phase 1 FCM04.2 (PCP) STAM Phase 2 FCM05 (PCP) FCM06 (PCP) Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling ASM Support Tools to Support AFUA ASM Management of RealTime Airspace Data Full rolling ASM/ATFCM Process and ASM Information Sharing Enhanced Tactical Flow Management Services Collaborative Flight Planning Interactive Rolling NOP Traffic Complexity Assessment < n/a 100% n/a 100% 82% 0% 0% 0% 0% 0% Advanced Air Traffic Services < AOM21.1 (PCP) AOM21.2 (PCP) AOP14 ATC02.2 ATC02.8 ATC02.9 ATC07.1 ATC12.1 ATC15.1 ATC15.2 (PCP) Direct Routing Free Route Airspace 100% Local objective Remote Tower Services ESNN SUNDSVALLHARNOSAND 100% ESNO ORNSKOLDSVIK 100% STCA EnRoute GroundBased Safety Nets Enhanced STCA for TMAs AMAN Tools and Procedures ESSA Stockholm Arlanda Airport Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Information Exchange with Enroute in Support of AMAN Arrival Management Extended to Enroute Airspace ATC16 ACAS II Compliant with TCAS II Change 7.1 ATC17 ATC18 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Multi Sector Planning Enroute 1P2T 100% 100% 100% Local objective 0% 100% 62% 85% 100% 100% 100% 14% LSSIP Year 2017 Sweden 35 Released Issue

48 ENV01 Continuous Descent Operations ESGG Göteborg Landvetter Airport ESMS Malmö Airport ESNU Umeå Airport ESSA Stockholm Arlanda Airport < % 100% 100% 100% ENV03 Continuous Climb Operations Local objective ITYCOTR NAV03.1 NAV03.2 (PCP) NAV10 NAV12 ESDF RONNEBY 100% ESGG Göteborg Landvetter Airport 100% ESMK KRISTIANSTAD 100% ESMS Malmö Airport 100% ESMT HALMSTAD 100% ESNN SUNDSVALLHARNOSAND 100% ESNO ORNSKOLDSVIK 100% ESNQ KIRUNA 100% ESNU Umeå Airport 100% ESNZ ARE OSTERSUND 100% ESPA LULEA/KALLAX 100% ESSA Stockholm Arlanda Airport 100% ESSB Stockholm Bromma Airport 100% ESSL LINKOPING/SAAB 100% ESSV VISBY 100% GroundGround Automated Coordination 97% Processes RNAV 1 in TMA Operations RNP 1 in TMA Operations APV procedures Optimised LowLevel IFR Routes in TMA for Rotorcraft Local objective n/a 100% 100% 20% LSSIP Year 2017 Sweden 36 Released Issue

49 High Performing Airport Operations AOP04.1 ASMGCS Level 1 ESSA Stockholm Arlanda Airport AOP04.2 ASMGCS Level 2 AOP05 AOP10 (PCP) AOP11 (PCP) AOP12 (PCP) AOP13 (PCP) ENV02 SAF11 < % ESSA Stockholm Arlanda Airport 40% Airport CDM ESSA Stockholm Arlanda Airport 100% TimeBased Separation ESSA Stockholm Arlanda Airport (Outside Applicability Area) Initial Airport Operations Plan ESSA Stockholm Arlanda Airport 0% Improve Runway and Airfield Safety with ATC Clearances Monitoring ESSA Stockholm Arlanda Airport 25% Automated Assistance to Controller for Surface Movement Planning and Routing ESSA Stockholm Arlanda Airport 0% Collaborative Environmental Management ESSA Stockholm Arlanda Airport Improve Runway Safety by Preventing Runway Excursions n/a 100% 88% Enabling Aviation Infrastructure < COM10 COM11 COM12 (PCP) FCM08 (PCP) INF04 INF07 ITYACID ITYADQ ITYAGDL ITYAGVCS2 ITYFMTP ITYSPI Migrate from AFTN to AMHS Voice over Internet Protocol (VoIP) NewPENS Extended Flight Plan Integrated Briefing Electronic Terrain and Obstacle Data (etod) Aircraft Identification Ensure Quality of Aeronautical Data and Aeronautical Information Initial ATC AirGround Data Link Services 8,33 khz AirGround Voice Channel Spacing below FL195 Common Flight Message Transfer Protocol Surveillance Performance and Interoperability 100% 88% 72% 40% 74% 3% 100% 74% 93% 48% 0% 7% LSSIP Year 2017 Sweden 37 Released Issue

50 ICAO ASBU Implementation The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2017 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/59 (European Air Navigation Planning Group). LSSIP Year 2017 Sweden 38 Released Issue

51 6.2. Detailed Objectives Implementation progress Note: The detailed table of applicability area for the Implementation Objectives is available in Annex C. Objective/Stakeholder Progress Code: Ongoing Planned Late No Plan Not Applicable Missing Data LSSIP Year 2017 Sweden 39 Released Issue

52 Main Objectives AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling 100% Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Handling of Operational Air Traffic (OAT) and General Air Traffic (GAT) is harmonised. 30/11/2012 REG (By:12/2018) SWE Transport Agency Mil. Authority National legislation is published and updated in accordance with EUROAT. 100% % ASP (By:12/2018) Comply to common principles rules and procedures for ACR OAT handling and OAT/GAT interface according to national legislation. Common principles for EUROAT according to Swedish LFV regulation are applied. MIL (By:12/2018) Military aeronautical information is migrated to EAD. Mil. Mil. Authority has no ATM Service Provision role and no Authority ATM Regulatory power, so the ASP and REG SLoAs are 'Not Applicable'. 100% 100% 100% 31/03/2012 Not Applicable 30/11/ /11/ /12/2010 AOM19.1 (PCP) ASM Support Tools to Support Advanced FUA (AFUA) Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 LFV Advanced Airspace management is implemented, however without an automated ASM Support System, because no operational need found for it. For the military, flight plans have been amended according to notified dynamic airspace changes, but will not adapt to use ADR. ASP (By:12/2018) ACR LFV ACR provides only TWR/APPservices, without advanced airspace management. LFV Advanced Airspace management is implemented, however without an automated ASM Support System, because no operational need found for it. For the military, flight plans have been amended according to notified dynamic airspace changes, but will not adapt to use ADR. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. % % % Not Applicable Not Applicable Not Applicable LSSIP Year 2017 Sweden 40 Released Issue

53 AOM19.2 (PCP) ASM Management of RealTime Airspace Data Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 0% No Plan No plan yet ASP (By:12/2021) The deployment status and planning of this No Plan implementation objective as related to the Pilot Common Project is redundant because it is also LFV 0% provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. AOM19.3 (PCP) Full Rolling ASM/ATFCM Process and ASM Information Sharing Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 No plan yet B2B is available in the LARA system but we are not there yet and there is no operational need at the moment. ASP (By:12/2021) The deployment status and planning of this implementation objective as related to the Pilot LFV Common Project is redundant because it is also provided to the SESAR Deployment Manager and 0% included in the Deployment Programme Monitoring View. 0% No Plan No Plan AOM21.1 (PCP) Direct Routing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/ % Free route airspace implemented 31/10/ /10/2013 ASP (By:12/2017) Free route airspace implemented 31/10/2013. LFV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 100% 31/10/2013 LSSIP Year 2017 Sweden 41 Released Issue

54 AOM21.2 (PCP) Free Route Airspace Initial operational capability: 01/01/2015 Full operational capability: 31/12/ % Free Route Airspace implemented. 31/10/2013 ASP (By:12/2021) LFV ACR Free Route Airspace implemented and final acceptance received from Swedish Transport Agency. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. ACR provides only TWR/APPservices, without advanced airspace management. Borealis FRA Implementa tion (Part 2) / Borealis Free Route Airspace (Part 1) / NEFRA 100% % 31/10/2013 Not Applicable AOP04.1 Advanced Surface Movement Guidance and Control System ASMGCS Surveillance (former Level 1) 100% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 ESSA Stockholm Arlanda Airport Introduction of MLAT system including equipage of transponders is completed. 31/12/2011 REG (By:12/2010) SWE Transport Agency Regulation is updated and requires all aircraft operating into airports equipped with ASMGCS Level 1 having equipment in accordance with the requirements of ICAO. Airport Manager is mandated to issue Local Safety Regulation applicable to the aerodrome operation. ASP (By:12/2011) Advanced Surface Movement Guidance and Control LFV System (ASMGCS) Level I implemented. APO (By:12/2010) Introduction of MLAT system including equipage of SWEDAVIA transponders to support existing SMR is completed. Training and installation of equipment are completed. 100% 100% 100% 31/07/ /04/ /12/2011 LSSIP Year 2017 Sweden 42 Released Issue

55 AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) 40% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 ESSA Stockholm Arlanda Airport ASMGS level 2 is installed and is planned to be operational /12/2018 ASP (By:12/2017) LFV Training and operational procedures will be Late 40% implemented. 31/12/2018 APO (By:12/2017) ASMGCS Late SWEDAVIA ASMGS level 2 is planned to be operational Level 2 40% implementa 31/12/2018 tion AOP05 Airport Collaborative Decision Making (ACDM) Initial operational capability: 01/01/ % Full operational capability: 31/12/2016 ESSA Stockholm Arlanda Airport Validation of CDM at Stockholm Arlanda is completed, will be operational from February /02/2017 ASP (By:12/2016) This Stockholm CDM project is in collaboration between LFV EEC and StockholmArlanda aeronautical platform 100% represented by LFV, Swedavia, Aircraft Operators SAS, 31/12/2016 Britannia, Skyways and a number of Handling Agents. APO (By:12/2016) SWEDAVIA Implementation of CDM at Stockholm Arlanda is partly, final operational test are conducted. ACDM Optimizatio n 100% 20/02/2017 AOP10 (PCP) TimeBased Separation not applicable % Not Applicable ESSA Stockholm Arlanda Airport (Outside Applicability Area) Stockholm Arlanda Airport is not in the applicability area of this objective REG (By:12/2023) SWE Transport Agency % ASP (By:12/2023) The deployment status and planning of this implementation objective as related to the Pilot LFV Common Project is redundant because it is also provided to the SESAR Deployment Manager and % included in the Deployment Programme Monitoring View. Not Applicable Not Applicable LSSIP Year 2017 Sweden 43 Released Issue

56 AOP11 (PCP) Initial Airport Operations Plan Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 ESSA Stockholm Arlanda Airport Stockholm Arlanda Airport is planning to establish an Initial Airport Operational Plan according to SESAR deployment programme 2015.The planning phase of this project is ongoing. ASP (By:12/2021) Planning is ongoing. 0% Planned 31/12/2021 Planned The deployment status and planning of this implementation objective as related to the Pilot LFV Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Stockholm Arlanda Airport is planning to establish an Initial Airport Operational Plan according to SESAR SWEDAVIA deployment programme 2015.The planning phase of this project is ongoing. 0% Initial AOP 0% 31/12/2021 Planned 31/12/2021 AOP12 (PCP) Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Initial operational capability: 01/01/2015 Full operational capability: 31/12/ % Ongoing ESSA Stockholm Arlanda Airport 31/12/2020 ASP (By:12/2020) The deployment status and planning of this No Plan implementation objective as related to the Pilot Common Project is redundant because it is also LFV 33% provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2020) SWEDAVIA Improve runway and airfield safety with ATC clearances monitoring, according to IR 716/2014, will be planned in the near future. Enhanceme nt of Airport Safety Nets at Stockholm Arlanda Airport 0% Planned 31/12/2020 LSSIP Year 2017 Sweden 44 Released Issue

57 AOP13 (PCP) Automated Assistance to Controller for Surface Movement Planning and Routing Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 0% No Plan ESSA Stockholm Arlanda Airport No plan yet. REG (By:12/2023) SWE No Plan Transport No plan yet. 0% Agency ASP (By:12/2023) No plan yet. No Plan The deployment status and planning of this implementation objective as related to the Pilot LFV 0% Common Project is redundant because it is also 30/11/2012 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. ATC02.8 GroundBased Safety Nets Initial operational capability: 01/01/ % Late Full operational capability: 31/12/2016 APW is already implemented in Topsky and will be compared to EUROCONTROL Specification on APW. MSAW is already implemented, but is not operationally used. The existing MSAW function will 31/12/2018 be compared to the approved EUROCONTROL Specification on MSAW. Waiting approved Eurocontrol specification on APM as the basis for implementation of APM. ASP (By:12/2016) APW is already implemented in Topsky. The existing Late APW function will be compared to the approved EUROCONTROL specification on APW to determine any delta. MSAW is already implemented in Topsky but is not LFV operationally used. The existing MSAW function will be 62% compared to the approved EUROCONTROL Specification 31/12/2018 on MSAW to determine any delta and possible modifications or implementation in other systems in use. The EUROCONTROL Specification will be used as basis for planning of any implementation of APM in systems. ACR The initiative to implement safety nets at the airports rests with AOP. ACR will support and participate when/if the functionality is implemented. % Not Applicable LSSIP Year 2017 Sweden 45 Released Issue

58 ATC02.9 Enhanced Short Term Conflict Alert (STCA) for TMAs Initial operational capability: 01/01/ % Full operational capability: 31/12/2020 LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. All is completed. 30/11/2012 ASP (By:12/2020) LFV provides STCA (based on EUROCONTROL specifications) ACR to all TMAs that are subject for radar processing based 100% on 30/11/2012 EUROCAT 2000E. ATC07.1 AMAN Tools and Procedures Initial operational capability: 01/01/ % Full operational capability: 31/12/2019 ESSA Stockholm Arlanda Airport Basic AMAN functionality is already in place through the MAESTRO sequencing function which is integrated in the EUROCAT2000E. 31/03/2005 ASP (By:12/2019) Basic AMAN functionality is already in place through the LFV MAESTRO sequencing function which is integrated in 100% the TopSky system 31/03/2005 ACR Basic AMAN functionality is ATCCrelated. % Not Applicable ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring 100% Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Sweden has implemented a Resolution Support Function and a Conformance Monitoring function (MTCD). MTCD has been in full operational use in both Malmö (ESMM) and Stockholm (ESOS) ACCs 31/03/2005 since the S2K system where commissioned in ASP (By:12/2021) ACR % Not Applicable LFV 100% 31/03/2005 LSSIP Year 2017 Sweden 46 Released Issue

59 ATC15.1 Information Exchange with Enroute in Support of AMAN Initial operational capability: 01/01/ % Full operational capability: 31/12/2017 AMAN is implemented and approved as a part of Eurocat. 31/12/2008 ASP (By:12/2017) ACR LFV Basic AMAN functionality is ATCCrelated, ACR performs only TWR/APP services. AMAN is implemented and in operational use in Stockholm and Malmö ACC. % 100% Not Applicable 31/12/2008 ATC15.2 (PCP) Arrival Management Extended to Enroute Airspace Initial operational capability: 01/01/2015 Full operational capability: 31/12/ % No Plan ASP (By:12/2023) The implementation of AMA OLDI messages to support Ongoing extended AMAN operations in ongoing. LFV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Lower Airspace optimization 14% 31/05/2018 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer 85% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Automated assistance to controller during coordination and transfer will be implemented according to plan. NSA has accepted and communicated proposed changes to ANSP. 31/12/2018 ASP (By:12/2018) ACR Not The functionality is ATCCrelated and therefore outside % Applicable the scope of ACR services. LFV Automated assistance to controller during coordination and transfer will be implemented according to plan. 85% Ongoing 31/12/2018 LSSIP Year 2017 Sweden 47 Released Issue

60 COM10 Migrate from AFTN to AMHS Initial operational capability: 01/12/ % Ongoing Full operational capability: 31/12/2018 AMHS capability (Basic ATSMHS & Extended ATSMHS) and gateway facilities to AFTN are implemented. 31/12/2018 ASP (By:12/2018) LFV AMHS capability (Basic ATSMHS & Extended ATSMHS) Ongoing 88% and gateway facilities to AFTN are implemented. 31/12/2018 ACR Technical infrastructure is outside the scope of ACR services. % Not Applicable COM11 Voice over Internet Protocol (VoIP) Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2020 LFV plan to replace obsolete technologies (analogue and TDMbased) with VoIP solutions both for G/G telephony and the ground part of A/G voice communication. 31/12/2020 ASP (By:12/2020) LFV ACR LFV plan to replace obsolete technologies (analogue and TDMbased) with VoIP solutions both for G/G telephony and the ground part of A/G voice communication. Technical infrastructure is outside the scope of ACR services. Implementa tion of VoIP 40% % Ongoing 31/12/2020 Not Applicable COM12 (PCP) New PanEuropean Network Service (NewPENS) Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 7% Ongoing LFV plan to migrate to NewPENS. Pending implementation planning. 31/12/2020 ASP (By:12/2024) ACR % Not Applicable LFV LFV plan to migrate to NewPENS. Pending Ongoing 10% implementation planning 31/12/2020 APO (By:12/2024) SWEDAVIA No current plan. 0% No Plan LSSIP Year 2017 Sweden 48 Released Issue

61 ENV01 Continuous Descent Operations (CDO) Initial operational capability: 01/07/ % Full operational capability: 31/12/2013 ESGG Göteborg Landvetter Airport CDA procedures have been introduced and published at Landvetter / Göteborg. 31/10/2010 ASP (By:12/2013) LFV CDA procedures have been introduced and published at 100% Landvetter / Göteborg. 31/10/2010 APO (By:12/2013) SWEDAVIA CDA procedures have been introduced and published at Landvetter / Göteborg. 100% 31/10/2010 ENV01 Continuous Descent Operations (CDO) Initial operational capability: 01/07/ % Full operational capability: 31/12/2013 ESMS Malmö Airport CDA procedures have been introduced and published at MalmöSturup. 31/10/2010 ASP (By:12/2013) LFV CDA procedures have been introduced and published at 100% MalmöSturup. 31/10/2010 APO (By:12/2013) SWEDAVIA CDA procedures have been introduced and published at MalmöSturup. 100% 31/10/2010 ENV01 Continuous Descent Operations (CDO) Initial operational capability: 01/07/ % Full operational capability: 31/12/2013 ESNU Umeå Airport CDA procedures have been introduced and published at Umeå. 31/10/2010 ASP (By:12/2013) LFV CDA procedures have been introduced and published at 100% Umeå. 31/10/2010 APO (By:12/2013) SWEDAVIA CDA procedures have been introduced and published at Umeå. 100% 31/10/2010 ENV01 Continuous Descent Operations (CDO) Initial operational capability: 01/07/ % Full operational capability: 31/12/2013 ESSA Stockholm Arlanda Airport CDA procedures have been introduced and published at StockholmArlanda. 30/09/2009 ASP (By:12/2013) LFV CDA procedures have been introduced and published at 100% StockholmArlanda. 30/09/2009 APO (By:12/2013) CDA procedures have been introduced and published at SWEDAVIA StockholmArlanda. The availability of CDA is reduced 100% during peak hours. 30/09/2009 LSSIP Year 2017 Sweden 49 Released Issue

62 ENV02 Airport Collaborative Environmental Management Initial operational capability: 01/09/ % Full operational capability: 31/12/2016 ESSA Stockholm Arlanda Airport A number of projects and activities are ongoing taking care of mutual interests in reducing environmental impact on neighbouring communities. 31/10/2010 ASP (By:12/2016) Stockholm Arlanda Airport (Swedavia) and LFV have since long a developed methodology and tools are in LFV place. Since 2006, there is a project running at Arlanda 100% Airport on environment activities, developed together 31/10/2010 with the airport's neighbours. LFV has an integrated quality management system (ISO 9001 and ISO 14001). APO (By:12/2016) A number of projects and activities are ongoing taking SWEDAVIA care of mutual interests in reducing environmental 100% impact on neighbouring communities. 30/09/2009 FCM03 Collaborative Flight Planning Initial operational capability: 01/01/ % Late Full operational capability: 31/12/2017 Sweden intends to fulfil all actions required to support the collaborative flight planning. All remaining actions are planned to be fully implemented 2018 by implementation of Topsky 31/12/2018 at ACC Malmö and ACC Stockholm. ASP (By:12/2017) Sweden intends to fulfill all actions required to support Late the collaborative flight planning. All remaining actions LFV are planned to be fully implemented 2018 by NEFRA 82% implementation of Topsky at ACC Malmö and ACC 31/12/2018 Stockholm. ACR ACR will support the collaborative flight planning in the interface with COOPANS. % Not Applicable FCM04.1 Short Term ATFCM Measures (STAM) Phase 1 (Outside Applicability Area) not applicable % Not Applicable Sweden is not in the applicability area, and will not implement. ASP (By:10/2017) LFV Sweden is not in the applicability area, and will not implement. % ACR % Not Applicable Not Applicable LSSIP Year 2017 Sweden 50 Released Issue

63 FCM04.2 (PCP) Short Term ATFCM Measures (STAM) Phase 2 Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 0% No Plan No plan yet. ASP (By:12/2021) The deployment status and planning of this No Plan implementation objective as related to the Pilot Common Project is redundant because it is also LFV 0% provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. FCM05 (PCP) Interactive Rolling NOP Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 No operational need for an automated ASM Support System is identified and therefore the cost for such an implementation is not justified for the time being. ASP (By:12/2021) The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also LFV 0% provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) SWEDAVIA % 0% No Plan No Plan No Plan FCM06 (PCP) Traffic Complexity Assessment Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 0% Planned Analysis is ongoing. 31/12/2021 ASP (By:12/2021) ACR ACR Comply only to local (ATSunit) ATFM management and has no data exchange with NM. Analysis in ongoing. % Not Applicable Planned LFV The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. 0% 31/12/2021 LSSIP Year 2017 Sweden 51 Released Issue

64 FCM08 (PCP) Extended Flight Plan Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 0% No Plan No plan yet. ASP (By:12/2021) The deployment status and planning of this No Plan implementation objective as related to the Pilot Common Project is redundant because it is also LFV 0% provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. INF07 Electronic Terrain and Obstacle Data (etod) Initial operational capability: 01/11/ % Late Full operational capability: 31/05/2018 Sweden has notified differences to ICAO concerning date of compliance for Area 1, 2 and 4 which has been postponed to 31 December /12/2020 REG (By:05/2018) SWE Transport Agency Sweden has notified differences to ICAO concerning date of compliance for Area 1, 2 and 4 which has been postponed to 31 December National TOD policy and implementation programme is established. ASP (By:05/2018) A national TOD policy from the regulator did not become available until 2nd of November It has not been possible to plan according to the plan before. Some initiatives have however started and is ongoing, as mentioned here: LFV has notified the regulator that the LFV part/responsibility when it comes to interfaces between the AIS and a TOD solution will be established LFV as a part of the overall ADQ compliant AIM system implementation. Contract is signed with a system provider in August 2017, the system will according to plan be put in operation during The current version of the national TOD policy only includes Area 1. A number of open questions remain regarding how to fulfil the requirements concerning Area 2, 3 and 4, mainly concerning responsibilities and financing. 78% 40% ACR % APO (By:05/2018) SWEDAVIA 100% Late 31/12/2020 Late 31/12/2020 Not Applicable 31/12/2017 LSSIP Year 2017 Sweden 52 Released Issue

65 ITYACID Aircraft Identification Entry into force of the Regulation: 13/12/2011 3% Ongoing System capability: 02/01/2020 On going investments related to Surveillance infrastructure that has Mode S capability. 02/01/2020 ASP (By:01/2020) LFV On going investments related to Surveillance Ongoing 3% infrastructure that has Mode S capability. 02/01/2020 The initiative to implement ACID at the airports rests ACR with AOP. ACR will support and participate when/if the 0% functionality is implemented. Planned 02/01/2020 ITYADQ Ensure Quality of Aeronautical Data and Aeronautical Information Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/ % Late Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 Planning and implementation in progress. 31/03/2021 REG (By:06/2017) SWE Transport Agency ASP (By:06/2017) LFV Verification of compliance will be done according to established routines when application is submitted or through ongoing oversight when applicable. Planning and implementation is in progress. LoA exist between LFV and ACR concerning lowest ACR available vectoring altitudes APO (By:06/2017) SWEDAVIA Swedavia is in a preparatory phase which includes cost and workload estimates. Planning will be coordinated with LFV (ANSP). 70% ADQ / DKSE FAB Aeronautical Data Quality (ADQ) 53% 100% ADQ implementa tion Stockholm Arlanda 85% Late 31/12/2019 Late 31/03/ /12/2015 Late 31/12/2020 LSSIP Year 2017 Sweden 53 Released Issue

66 ITYAGDL Initial ATC AirGround Data Link Services Entry into force: 06/02/ % ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 Swedish Transport Agency ensures that safety is assessed before any change to the existing system and that relevant information is published in AIP. LFV plans to support CPDLC over ATN/VDL Mode 2 in accordance with EC Regulation No 29/2009. Transporttype State aircraft 16/04/2015 will be equipped to comply with Commission Regulation (EC) 29/2009. REG (By:02/2018) SWE Transport Agency ASP (By:02/2018) Swedish Transport Agency ensures that safety is assessed before any change to the existing system where availability of ATN/VDL2, Security Policy and address management will be assessed. It is dependant on the safety case presented by the effected ANSP. 100% ACR ACR has no service above FL 95. % LFV plan to support CPDLC over ATN/VDL Mode 2 in LFV accordance with EC Regulation No 29/2009. MIL (By:01/2019) Transporttype aircraft entering into service from Mil. 1January 2014 have been equipped with data link Authority capabilities. 100% 100% 16/04/2015 Not Applicable 16/04/ /01/2014 LSSIP Year 2017 Sweden 54 Released Issue

67 ITYAGVCS2 8,33 khz AirGround Voice Channel Spacing below FL195 Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/ % Ongoing All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 Compliance will be ensured with the requirements on 8,33 khz frequency conversions. 31/12/2018 REG (By:12/2018) SWE Transport Agency ASP (By:12/2018) Compliance will be ensured with the requirements on 8,33 khz frequency conversions. 43% LFV VHF 65% Technical infrastructure is outside the scope of ACR services, communication system is responsibility of the ACR airports. ACR is monitoring airport implementation. All concerned personnel will be trained. MIL (By:12/2020) Mil. Authority All aircraft are equipped for 8,33 khz channel spacing All radios (in all aircraft) will be modified for 8,33 khz channel spacing capability by Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are 'Not Applicable'. APO (By:12/2018) Swedavia will comply to existing legislation meaning full SWEDAVIA compliant by 31st of December Planning of retrofit of VHF equipment is ongoing % 50% 37% Ongoing 31/12/2018 Ongoing 31/12/2018 Not Applicable Ongoing 31/12/2018 Ongoing 31/12/2018 LSSIP Year 2017 Sweden 55 Released Issue

68 ITYFMTP Common Flight Message Transfer Protocol (FMTP) Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/ % Late Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 FMTP compliant to (EC) Regulation No. 633/2007 was implemented technically in Topsky systems 01/2013. Transition for each adjacent ACC (starting with Copenhagen, Bremen and 31/12/2018 Karlsruhe ACC in Q4 2014) will be individual and is planned to be completed during ASP (By:12/2014) FMTP compliant to (EC) Regulation No. 633/2007 was Late implemented technically in Topsky systems 01/2013. All LFV adjacent ACCs except Tampere are now completed. 72% Awaiting information from Tampere when they can 31/12/2018 transition. This objective is not for the time being relevant for the ACR small airports. Initiative rests with AOP. ACR will support and participate in the activities when/if needed. MIL (By:12/2014) Mil. Authority % % Not Applicable Not Applicable ITYSPI Surveillance Performance and Interoperability Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 EHS and ADSB Out in transporttype State aircraft : 07/06/ % Ongoing ELS in transporttype State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 Safety assessment is conducted and reviewed by regulator, interoperability is ensured and training is performed when needed. 31/01/2019 REG (By:02/2015) SWE Transport Agency Safety assessments reports will be reviewed when received. ASP (By:02/2015) Safety assessment is conducted, interoperability is LFV ensured and training is performed when needed. Safety assessment is conducted and training is ACR performed when needed. MIL (By:06/2020) The State aircraft operating as GAT in accordance with IFR rules will be equipped with Mode S enhanced Mil. surveillance 01/2019 and ADSB out 12/2017. Military Authority Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable. 100% MUS / SUPS 100% 100% 75% 30/11/ /11/ /02/2015 Ongoing 31/01/2019 LSSIP Year 2017 Sweden 56 Released Issue

69 NAV03.1 RNAV 1 in TMA Operations Initial operational capability: 01/01/ % Full operational capability: 31/12/2023 PRNAV is implemented in accordance with Swedish regulations for following aerodromes: StockholmArlanda, Halmstad, Göteborg Landvetter, Umeå, ÅreÖstersund and Stockholm 16/12/2015 Skavsta 2011/2012. RNAV for enroute based on DME/DME is implemented. ASP (By:12/2023) LFV RNAV for enroute based on GNSS and DME/DME is implemented, carriage required FL95 and above. Initiative for PBN at aerodromes rests with AOP. Lower Airspace optimization 100% ACR Initiative for PBN at aerodromes rests with AOP. 100% 30/04/ /12/2015 NAV03.2 (PCP) RNP 1 in TMA Operations Initial operational capability: 01/01/2018 Full operational capability: 31/12/ % Ongoing 31/12/2023 ASP (By:12/2023) ACR 20% Ongoing 31/12/2023 TMA operations is AOP responsibility. Not Applicable The deployment status and planning of this implementation objective as related to the Pilot LFV % Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. NAV10 APV Procedures Initial operational capability: 01/06/ % Full operational capability: 31/12/2016 Procedures for APV/Baro VNAV are published in Swedish AIP. National regulation implemented for APV procedures based on EASA material. 30/04/2015 REG (By:04/2016) SWE Transport Agency ASP (By:12/2016) National regulation implemented for APV procedures based on EASA material. 100% ACR 100% LFV Implementation is depending on the aerodrome owners initiative and PBNplan. Procedures for APV/Baro VNAV are published in Swedish AIP. 100% 30/09/ /04/ /10/2010 LSSIP Year 2017 Sweden 57 Released Issue

70 SAF11 Improve Runway Safety by Preventing Runway Excursions Initial operational capability: 01/09/ % Late Full operational capability: 31/01/2018 The Swedish Transport Agency has published a national action plan, based on EAPPRE, with recommendations to Aerodrome Operator, Air Navigation Service Provider, Aircraft Operator 31/12/2018 and National Authority. Actions taken by the different actors are reviewed during oversight. REG (By:01/2018) SWE Transport Agency The Swedish Transport Agency has published a national action plan, based on EAPPRE, with recommendations to Aerodrome Operator, Air Navigation Service Provider, Aircraft Operator and National Authority. Actions taken by the different actors are reviewed during oversight. 100% ASP (By:12/2014) LFV Participating in Runway Safety Teams according to LoA between LFV and AOPs. 100% ACR The applicable measures of the Action plan have been implemented. 100% APO (By:12/2014) Mil. Authority 100% Swedavia is planning to incorporate EAPPRE as a means SWEDAVIA to reduce Runway excursion. 0% Swedavia is participating in TSforum (NSAForum). 30/11/ /11/ /11/ /11/2013 Late 31/12/2018 LSSIP Year 2017 Sweden 58 Released Issue

71 Additional Objectives for ICAO ASBU Monitoring ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 for enroute operations 100% Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. All is completed. National regulations for the use of STCA are in force since 1 January 2005 but the choice of the 30/11/2012 version and specifications is left to ANSP. ASP (By:01/2013) LFV provides STCA (based on EUROCONTROL ACR specifications) to all TMAs that are subject for radar 100% processing based on EUROCAT 2000E. 30/11/2012 LFV LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. 100% ATC16 Implement ACAS II compliant with TCAS II change 7.1 Initial operational capability: 01/03/ % Full operational capability: 31/12/2015 Approved operators are registered in authority registrysystem after approved application. LFV has a monitoring system in place and all concerned personnel have been trained. All transport 31/12/2015 A/C are equipped with TCAS 7.1. REG (By:12/2015) SWE Transport Agency ASP (By:03/2012) ACR Aircraft operators informed via published authority documents and information channels. Information containing applicable regulations and how to make complete airworthiness and operational/training updating and application for ACAS 7.1 Approved operators are registered in authority registrysystem after approved application. The functionality is ATCCrelated and therefore outside the scope of ACR services. 100% % Monitoring system is in place and all concerned LFV 100% personnel have been trained. MIL (By:12/2015) Mil. All transport A/C are equipped with TCAS % Authority 31/10/2013 Not Applicable 31/12/ /12/2015 LSSIP Year 2017 Sweden 59 Released Issue

72 FCM01 Implement enhanced tactical flow management services Initial operational capability: 01/08/ % Full operational capability: 31/12/2006 Enhanced tactical flow management service (ETFMS) is implemented except DPI pending decision at Stockholm Arlanda Airport regarding CDM implementation 31/10/2009 ASP (By:07/2014) ACR ACR Comply only to local (ATSunit) ATFM management. % Not Applicable Enhanced tactical flow management service (ETFMS) is LFV implemented except DPI pending decision at Stockholm 100% Arlanda Airport regarding CDM implementation 31/10/2009 INF04 Implement integrated briefing Initial operational capability: 01/07/ % Full operational capability: 31/12/2012 AIS, Flight Plan and MET fully integrated. ATFM handled by the same entity (Flight Planning Centre) but subject to ATFM message confirmation on telephone. 31/10/2012 ASP (By:12/2012) ACR ACR has no AIS Service Provision. % Not Applicable AIS, Flight Plan and MET fully integrated. ATFM handled LFV by the same entity (Flight Planning Centre) but subject 100% to ATFM message confirmation on telephone. 31/10/2012 LSSIP Year 2017 Sweden 60 Released Issue

73 ITYCOTR Implementation of groundground automated coordination processes Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/ % For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 FDP and exchange system are in accordance with Commission Regulation (EC) No 1032/2006 Annex I (Part A). ABI, ACT, REV, MAC, BFD, and CFD messages completed. Training on 31/12/2019 additional functionality is always an integral part of implementation. ASP (By:12/2012) This objective is not for the time being relevant for the ACR small airports. Initiative rests with AOP. ACR will support and participate in the activities when/if needed. FDP and exchange system are in accordance with Commission Regulation (EC) No 1032/2006 Annex I (Part LFV A). ABI, ACT, REV, MAC, BFD, and CFD messages completed. Training on additional functionality is always an integral part of implementation. MIL (By:12/2012) Mil. Authority Mil. Authority has not ATM Service Provision role, so the ASP SLoAs is 'Not Applicable'. % 97% % Not Applicable 31/12/2019 Not Applicable LSSIP Year 2017 Sweden 61 Released Issue

74 Local Objectives Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area. Remote Tower Services AOP14 Applicability and timescale: Local ESNN SUNDSVALLHARNOSAND The ATS and METservices at Örnsköldsvik airport, ESNO and Sundsvall airport, ESNN is provided from a (remote ATS) center located in Sundsvall. Remote Tower Services AOP14 Applicability and timescale: Local ESNO ORNSKOLDSVIK The ATS and METservices at Örnsköldsvik airport, ESNO and Sundsvall airport, ESNN is provided from a (remote ATS) center located in Sundsvall. 100% 04/10/ % 21/04/2015 MultiSector Planning Enroute 1P2T ATC18 Applicability and timescale: Local In which ACCs has the MSP (1P2T configuration) been implemented; ATCC Malmö How many sectors are operated with MSP (1P2T configuration); Two Are these sectors continuously operated as 1P2T, or for specific periods of time. Specific periods of time % Sweden has no further plans to implement MSP in other ACCs ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESDF RONNEBY The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). LSSIP Year 2017 Sweden 62 Released Issue

75 ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESGG Göteborg Landvetter Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows for example that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESMK KRISTIANSTAD The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESMS Malmö Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). LSSIP Year 2017 Sweden 63 Released Issue

76 ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESMT HALMSTAD The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESNN SUNDSVALLHARNOSAND The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESNO ORNSKOLDSVIK The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). LSSIP Year 2017 Sweden 64 Released Issue

77 ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESNQ KIRUNA The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESNU Umeå Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC) ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESNZ ARE OSTERSUND The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). LSSIP Year 2017 Sweden 65 Released Issue

78 ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESPA LULEA/KALLAX The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESSA Stockholm Arlanda Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports. This shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285. LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). LSSIP Year 2017 Sweden 66 Released Issue

79 ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESSB Stockholm Bromma Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows for example that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). Stockholm Bromma (ESSB) stand out a bit. Departing aircrafts from ESSB must often level off after departure in order to avoid traffic from Stockholm Arlanda (ESSA) especially when aircrafts departures from RWY 30 at ESSB. LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESSL LINKOPING/SAAB The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). LSSIP Year 2017 Sweden 67 Released Issue

80 ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% ESSV VISBY The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. 20/12/2017 For example in January and February 2017 LFV performed training for over 100 areacontrollers at ESOS (Stockholm ATCC). Optimised LowLevel IFR Routes in TMA for Rotorcraft Not NAV12 % Applicable Applicability and timescale: Local No current plans to implement this functionality. LSSIP Year 2017 Sweden 68 Released Issue

81 ANNEXES ANNEX A Specialists involved in the LSSIP Process LSSIP Coordination LSSIP Focal Points Organisation Name LSSIP Focal Point for Sweden Swedish Transport Agency Bengt NILSSON LSSIP Focal Point for LFV LFV Jörgen BRANDT LSSIP Focal Point for ACR ACR Jan BOREN LSSIP Focal Point for Military Authority Swedish Armed Forces JanOlof NORBERG LSSIP Focal Point for Swedavia Swedavia Torstein GRÖNMO EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for Sweden DPS/PEPR Oscar Alfaro LSSIP Year 2017 Sweden 69 Released Issue

82 Implementation Objectives Implementation Objective EUROCONTROL PEPR Objective Coordinator EUROCONTROL Objective Owners National Stakeholder Specialist AOM13.1 A. DYBOWSKA O. MROWICKI/ C. LUCCIOLI AOM19.1 AOM19.2 AOM19.3 O. ALFARO O. ALFARO O. ALFARO G. ACAMPORA / O. MROWICKI G. ACAMPORA / O. MROWICKI G. ACAMPORA / O. MROWICKI Gunilla BLANK LFV Gunilla BLANK LFV AOM21.1 A. DYBOWSKA C. BRAIN AOM21.2 A. DYBOWSKA C. BRAIN AOP04.1 P. VRANJKOVIC R. GRAHAM AOP04.2 P. VRANJKOVIC R. GRAHAM AOP05 F. ROOSELEER M. BIRENHEIDE AOP10 F. ROOSELEER R. GRAHAM n/a AOP11 F. ROOSELEER M. BIRENHEIDE AOP12 P. VRANJKOVIC R. GRAHAM Torstein GRÖNMO Swedavia Gunilla BLANK LFV Torstein GRÖNMO Swedavia Gunilla BLANK LFV Torstein GRÖNMO Swedavia Gunilla BLANK LFV Torstein GRÖNMO Swedavia Gunilla BLANK LFV AOP13 P. VRANJKOVIC R. GRAHAM Gunilla BLANK LFV AOP14 A. DYBOWSKA R. GRAHAM / G. ASSIRE Gunilla BLANK LFV ATC02.8 F. ROOSELEER S. DROZDOWSKI Claes ERIKSEN LFV ATC02.9 F. ROOSELEER S. DROZDOWSKI ATC07.1 L. DELL ORTO pending ATC12.1 L. DELL ORTO pending ATC15.1 L. DELL ORTO pending ATC15.2 L. DELL ORTO P. HOP Claes ERIKSEN LFV ATC17 L. DELL ORTO S. MORTON Claes ERIKSEN LFV ATC18 L. DELL ORTO I. PENDACHANSKI Claes ERIKSEN LFV COM10 J. PINTO Y. EYUBOGLU Magnus SCHYLSTRÖM COM11 J. PINTO L. POPESCU Fredrik NILSSON LFV COM12 J. PINTO W. JANSSENS Fredrik NILSSON LFV ENV01 B. HILL D. BRAIN ENV02 B. HILL S. MAHONY ENV03 AP. FRANGOLHO D. BRAIN FCM03 O. CIOARA C. BOUMAN/I. PENDACHANSKI Claes ERIKSEN LFV LSSIP Year 2017 Sweden 70 Released Issue

83 FCM04.1 I. MARCETIC P. HOP/I. PENDACHANSKI n/a FCM04.2 I. MARCETIC P. HOP/I. PENDACHANSKI Claes ERIKSEN LFV FCM05 O. CIOARA I. MENDES VIDEIRA/I. PENDACHANSKI Kristina HOLMBERG Swedish Transport Agency Claes ERIKSEN LFV FCM06 F. ROOSELEER P. HOP/I. PENDACHANSKI Claes ERIKSEN LFV FCM08 O. CIOARA K. BREIVIK/I. PENDACHANSKI Claes ERIKSEN LFV INF07 AP. FRANGOLHO A. PETROVSKY Jörgen ANDERSSON Swedish Transport Agency Roger LI LFV ITYACID O. CIOARA pending Anders ANDERSSON LFV ITYADQ AP. FRANGOLHO M. UNTERREINER ITYAGDL B. HILL D. ISAAC ATYAGVCS2 B. HILL J. POUZET Anders ERZELL Swedish Transport Agency Roger LI LFV Jan BOREN ACR Anders LEDIN Swedavia Anders ERZELL Swedish Transport Agency Fredrik NILSSON LFV JanOlof NORBERG Swedish Armed Forces Anders Erzell Swedish Transport Agency Bo ERIKSSON Swedish Transport Agency Fredrik NILSSON LFV JanOlof NORBERG Swedish Armed Forces Torstein GRÖNMO Swedavia ITYFMTP O. ALFARO L. POPESCU Claes ERIKSEN LFV ITYSPI O. CIOARA M. BORELY NAV03.1 I. MARCETIC F. PAVLICEVIC Morgan SUNDELL Swedish Transport Agency Anders ANDERSSON LFV NAV03.2 I. MARCETIC F. PAVLICEVIC Marcus AHLGREN LFV NAV10 I. MARCETIC R. FARNWORTH NAV12 I. MARCETIC B. RABILLER / F. RIQUET Marcus AHLGREN LFV SAF11 F. ROOSELEER pending Jörgen ANDERSSON Swedish Transport Agency Jan BOREN ACR Liselotte OBERGER LFV JanOlof NORBERG Swedish Armed Forces LSSIP Year 2017 Sweden 71 Released Issue

84 ANNEX B National Stakeholders Organisation charts Swedish Transport Agency Organisation The Swedish Transport Agency is working to achieve good accessibility, high quality, secure and environmentally aware rail, air, sea and road transport. We have overall responsibility for drawing up regulations and ensuring that authorities, companies, organisations and citizens abide by them. The Swedish Transport Agency has overall responsibility for civil aviation and is responsible for the authority tasks relating to air navigation services for civil and military aviation. LSSIP Year 2017 Sweden 72 Released Issue

85 Swedish Transport Agency Civil Aviation and Maritime Department Organisation The Civil Aviation and Maritime Department formulates regulations, examines and grants permits, as well as assessing civil aviation with particular regard to safety and security. And we monitor developments in the aviation market. We also formulate regulations, examine and grants permits, as well as exercising supervision principally of Swedish and foreign vessels sailing in Swedish waters. We work to improve maritime safety and environmental influence for recreational boating. We also analyse accidents and nearmisses. LSSIP Year 2017 Sweden 73 Released Issue

86 LFV LFV s primary mission is to provide safe, effective and environmentally adapted air navigation services for civil and military aviation. LFV is a State Enterprise 100% state owned. LFV is the only provider of ATC Enroute in Sweden and handle both civil and military users in an integrated system since LFV is organised in four departments (see above) and employs approximately people. LFV Head office is in Norrköping. LFV provides ATC services in: 19 ATC towers 1 RTC for two airports 2 Air Navigation centres located in Malmö and Stockholm. LFV s subsidiaries and associated companies LFV Aviation Consulting AB a wholly owned subsidiary whose role is to develop, produce and export aviation competence and represent the organisation in international commercial situations. NUAC HB, an LFV and Naviair jointly owned Company running the operations of the Danish and Swedish ACCs since EPN AB, the Nordic ATS Academy EPN. This is a subsidiary equally owned by LFV, Naviair Avinor and IAA. Norway A/S, a wholly owned subsidiary whose role is to develop, produce and export aviation competence and represent the organisation in Norway specifically. SAAB Digital Air Traffic Solutions AB, a jointly owned company with SAAB as majority owner. The company commenced operations on 1 September 2016 and will sell, develop and operate products and services for digital remote air traffic control. LSSIP Year 2017 Sweden 74 Released Issue

87 ACR Aviation Capacity Resources AB ACR Aviation Capacity Resources AB is a privately owned company and are providing air traffic services at fourteen airports in Sweden. ACR is designated as a provider at these airports and provides integrated air traffic services for both civil and military aviation. ACR conducts aerodromeand approach control services and has approximately 100 employees in 15 different locations. ACR is headquartered in Stockholm and has resources for operations, finance, security, management and staff. LSSIP Year 2017 Sweden 75 Released Issue

88 Swedavia Swedavia owns, operates and develops ten airports across Sweden, and the company is wholly owned by the Swedish state. The business is run as airport operations and real estate operations. Our role is to create the access Sweden needs to facilitate travel, business and meetings in Sweden, elsewhere in Europe and around the world. A focus on customers, sustainable development, and safety and security are the basis of everything Sweden does, both in our own operations and in society in general. Swedavia is a world leader in developing airports with the least possible environmental impact. In 2013, Swedavia had revenue of about 5.2 billion Swedish kronor and some 2,400 employees. A total of 33.5 million passengers flew via our airports in 2013, which is an increase of 3.5 per cent. Swedavia also owns the property Göteborg City Airport and is a minority shareholder in the company that operates the airport. LSSIP Year 2017 Sweden 76 Released Issue