Year 2011 Level 1 EUROCONTROL

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1 Local Single Sky ImPlementation (LSSIP) NETHERLANDS ear 2011 Level 1 EUROCONTROL

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5 DOCUMENT IDENTIFICATION SHEET Local Single Sky ImPlementation document for THE NETHERLANDS Infocentre Reference: 12/01/20-29 Document Identifier Edition: ear 2011 LSSIP ear 2011 THE NETHERLANDS Edition Date: 20/06/12 LSSIP Focal Point - Victoria Mendes de Leon Victoria.mendesdeleon@miniem.nl Ministry of Infrastructure and the Environment, Directorate- General for Civil Aviation and Maritime Affairs; ATM Unit LSSIP Contact Person - Adriatik Kokona adriatik.kokona@eurocontrol.int Unit DSS/EIPR Status Intended for Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( X:\03 LSSIP\1. LSSIP States\Netherlands (NL)\ear 2011\Released issue\lssip_ear2011_nl_released.docx LINKS TO REFERENCE DOCUMENTS 1. LSSIP Guidance Material: 2. ESSIP Edition 2011: 3. ESSIP Report 2010: 4. STATFOR Forecasts: 5. Acronyms and abbreviations: 6. Single European Sky (SES): 7. European ATM Master Plan: 8. Previous LSSIP Documents: LSSIP ear 2011 The Netherlands i Released Issue

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7 TABLE OF CONTENTS Executive Summary... iii Introduction...viii Chapter 1 - National Stakeholders Civil Regulator(s) ANSP(s) Military Authorities Airports Accident/incident Investigation Body Chapter 2 - Geographical Scope International Membership Geographical description of the FIR(s) ATC units Airspace Classification and Organisation Chapter 3 - National Projects Chapter 4 - Regional Co-ordination and Projects Regional Co-ordination Regional Projects Chapter 5 - ATM Safety Chapter 6 - Airspace Organisation and Management Chapter 7 - Air Traffic Control & Data Processing Systems Chapter 8 - Traffic Flow and Capacity Management Chapter 9 - Aeronautical Information Management Chapter 10 - Human Resources Management and Human Factors Chapter 11 - CNS Communications Navigation Surveillance Chapter 12 - Airport ATS Airport Amsterdam Schiphol Chapter 13 - Environment Airport Amsterdam Schiphol Chapter 14 - Single European Sky Annual Report Chapter 15 - Annual Report on the application of FUA Chapter 16 - Cost-efficiency EU-wide cost-efficiency target for RP1 ( ) National cost-efficiency target for RP Chapter 17 - En-route Traffic and Capacity Evolution of traffic in Netherlands AMSTERDAM ACC Reference values of the breakdown of the EU capacity/delay target Chapter 18 - Airport Traffic and Capacity Airport AMSTERDAM SCHIPHOL (EHAM) ANNEXES LSSIP ear 2011 The Netherlands ii Released Issue

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9 Executive Summary I - State context The Ministry of Infrastructure and the Environment (MoI&M, Ministerie van Infrastructuur en Milieu ) is the State authority for civil aviation in the Netherlands). Regulatory and supervisory functions continue to be separated from service provision. The development of aviation policy and legislation, including for air transport, environment and safety, is in the responsibility of the Directorate General for Civil Aviation and Maritime Affairs (DGLM, Directoraat-Generaal Luchtvaart en Maritieme Zaken ) within MoI&M. Policy implementation and supervision are delegated to the Transport and Water Management Inspectorate ( Inspectie Verkeer en Waterstaat (IVW), the Dutch CAA), also part of MoI&M. Within the framework of the Single European Sky (SES) a part of IVW performs as the National Supervisory Authority (NSA). LVNL, Luchtverkeersleiding Nederland, an independent administrative body, is the major air navigation service provider and is designated as ATSP in the Aviation Act. KNMI, Koninklijk Nederlands Meteorologisch Instituut is the certified MET services provider, designated as such in the KNMI Act (Wet op het KNMI). LVNL has been SES certified for ATS, CNS and AIS provision. The NL NSA also operates in respect of Maastricht Upper Area Control Centre (MUAC), a NL-based ATS provider, in co-operation with the NSA s of the other 3 participating States to the Maastricht Agreement (Belgium, Germany and Luxembourg). Responsibility for airspace regulation is shared between the civil and military authorities. Co-ordination is ensured at all levels. The military authorities control parts of the airspace. The Ministry of Defence (MoD) establishes its own Military Aviation Authority (MAA).This entity closely co-operates with the civil authorities through a joint civil/military ATM policy body. The RNLAF, as a part of MoD, operates MilATCC Nieuw Milligen. LVNL and MilATCC operate the joint civil-military AFMU (equivalent to an FUA Level 2 AMC in accordance with the FUA SES regulation). Investigations following accidents and serious incidents are in the remit of the Dutch Safety Board ( Onderzoeksraad Voor Veiligheid, OVV), a statutorily established autonomous agency responsible for the independent and integral investigation of causes and possible consequences of serious incidents and accidents. This body performs its functions in compliance with Council Directive 94/56/EC and is laid down in a statute law for the Dutch Safety Board of 2 December II - Implementation of ESSIP Objectives Implementation of several ESSIP objectives has been progressed and, in a number of cases, has been completed. AOM13.1 and AOM19 have been partially completed according to schedule and in the context that LVNL and KLu have the intention to integrate into one Dutch ANSP. The implementation of the new ARN Version 7 is near complete, with exception of an action with regard to military flight planning. Amsterdam Schiphol Airport has reported most of the AOP objectives as either fully or partially completed. Full implementation of CDM and runway incursions prevention is expected to be completed well within the target dates of 12/2013. The supporting material of AOP09 will be reviewed in search for new, possible optimisations. Progress in the ENV objectives is on-going in accordance to ESSIP schedule. ATC02.2 (STCA level 2) is implemented in the en-route environment; its implementation in the APP environment is planned for , which makes this objective Late against the ESSIP target date of The NL/ LVNL do not participate in the other ATC objectives with the exception of ATC07.1 (AMAN) which is completed. Nonetheless, MTCD (in ATC12) is already implemented in the AAA system. COM06 (ATS-Q Sig digital signalling) is planned to be completed in 2014; the implementation of the new VCS is on schedule. In COM09, all national X25 networks have already migrated to IPv4, an international planning for the migration to IPv6 was agreed with neighbouring partners. As regards implementation of COM09 by the military, the FINE task force postponed the implementation date for the FABEC members to 12/2014, same as for COM06. LVNL has completed COM10 Basic ATSMHS through replacement of the COM network AIDA. Capability enhancements are expected to be completed well within the target dates of 12/2014, while MIL full migration to AMHS is planned with the introduction of a new ATC system in COM11 (VoIP in ATM) implementation will be planned after the other COM transitions have been completed. The IT objectives LSSIP ear 2011 The Netherlands iii Released Issue

10 are either completed or partially completed and progressing according to the ESSIP schedules. IT-ADQ implementation is governed by a national task force. FCM01 and FCM03 are both completed, except for the usage of IFPLID (FCM03-ASP11) which in the case of LVNL is not justified by a business case. INF04 is completed. The revised HUM01.1 to HUM03.1 objectives are partially completed and progressing according to the ESSIP schedule. NL/ LVNL is outside the applicability area for HUM04 and HUM05. GEN01 and the SRC objectives are completed or partially completed, while MIL expects completion of SRC-OVCA and SRC-SLRD in SAF05 was completed in Progress in SAF04 and 10 is reportedly late from REG and MIL perspective, but are expected to be completed in The NAV objectives are either completed or partially completed and progressing within the agreed schedules. Mode S ELS (SUR02) is completed; SUR04 falls within the remit of Maastricht UAC, not LVNL. SUR05 implementation is expected to be completed by 12/2012, upon completion of the safety case. LSSIP Netherlands Implementation Completion dates Active ESSIP Objectives Ch AOM - Airspace Organisation and Management AOM20 Implement ATS Route Network (ARN) - Version 7 6 AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling 6 AOM19 Implement Advanced Airspace Management 6 AOP - Airport ATS AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 EHAM-Amsterdam 12 AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual EHAM-Amsterdam 12 AOP08 Implement Airport Airside Capacity Planning Method EHAM-Amsterdam 12 AOP03 Improve runway safety by preventing runway incursions 12 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 EHAM-Amsterdam 12 AOP05 Implement Airport Collaborative Decision Making (CDM) EHAM-Amsterdam 12 AOP09 Implement Optimised Dependent Parallel Operations EHAM-Amsterdam 12 ATC - Air Traffic Control ATC07.1 Implement arrival management tools 7 ATC02.2 ATC02.5 ATC02.6 ATC02.7 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 Implement ground based safety nets - Area Proximity Warning - level 2 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 Implement ground based safety nets - Approach Path Monitor - level LSSIP ear 2011 The Netherlands iv Released Issue

11 LSSIP Netherlands Implementation Completion dates Active ESSIP Objectives Ch ATC12 Implement automated support for conflict detection and conformance monitoring 7 ATC16 Implement ACAS II compliant with TCAS II change ATC15 COM - Communications COM06 COM09 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Migrate to ATS-Qsig digital signalling for ground telephone applications Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) COM10 Migrate from AFTN to AMHS 11.1 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM 11.1 ENV - Environment ENV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements EHAM-Amsterdam 13 ENV02 Implement Collaborative Environmental Management (CEM) at Airports EHAM-Amsterdam 13 FCM - Flow and Capacity Management FCM01 Implement enhanced tactical flow management services 8 FCM03 Implement collaborative flight planning 8 GEN - General GEN01 HUM - Human Factors Implement European ANS contingency measures for Safety Critical Modes of Operation 5 HUM01.1 Ensure timely availability of ATCOs 10 HUM02.1 Integrate Human Factors into ATM Operations 10 HUM03.1 Integrate Human Factors into the lifecycle of ATM systems 10 INF - Aeronautical Information Management INF04 Implement integrated briefing 9 IT - Interoperability IT-FMTP Apply a common flight message transfer protocol (FMTP) 11.1 IT-AGDL Initial ATC air-ground data link services above FL IT- AGVCS Air-Ground voice channel spacing above FL IT-COTR Implementation of ground-ground automated co-ordination processes IT-ADQ Ensure quality of aeronautical data and aeronautical information NAV - Navigation 7 9 NAV03 Implementation of P-RNAV 11.2 NAV10 Implement APV procedures 11.2 SAF - Safety Management SAF04 Implement measures to reduce the risk of level bust occurrences 5 LSSIP ear 2011 The Netherlands v Released Issue

12 LSSIP Netherlands Implementation Completion dates Active ESSIP Objectives Ch SAF05 SAF10 SRC - Safety Regulation SRC- AUDI SRC- CHNG SRC- OVCA SRC- RLMK SRC- SLRD SUR - Surveillance Implement measures to prevent air/ground communications induced safety occurrences. Implement measures to reduce the risk to aircraft operations caused by airspace infringements Implementation of Safety Regulatory Auditing by National Supervisory Authorities (NSA) Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) Implementation of ATM Safety Oversight Capabilities by NSAs Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) Safety Levels and Resolution of Deficiencies SUR02 Implement Mode S elementary surveillance 11.4 SUR04 Implement Mode S enhanced surveillance 11.4 SUR05 Improve ground-based surveillance using ADS-B in Non Radar Airspace (NRA) 11.4 Understanding the Table Objective Completed Objective Partially Completed Objective Planned No Plan Missing Data Not Applicable (Netherlands does not participate in this obj.) Late NOTE: The year where the coloured box is placed indicates the Implementation Completion Date as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date. The Harmonisation Objectives are not reflected in this table. LSSIP ear 2011 The Netherlands vi Released Issue

13 III - Implementation of SES legislation The SES Regulations are binding and of directly applicability in The Netherlands, a Member State of the European Union. Further to Article 12 of Regulation (EC) No 549/2004 and to the formalised request of the Commission to EUROCONTROL - as per the Framework Agreement between EUROCONTROL and the European Commission of Nov 2009 and its subsequent amendments - Chapter 14 of the LSSIP NL 2011 fulfils Netherland s obligation to report to the European Commission on SES implementation for the period from 1st January till 31st December Also, as referred to in Article 7(2) of the Airspace Regulation (EC) No 551/2004 and Article 8 of Regulation (EC) No 2150/2005, Chapter 15 of this LSSIP fulfils Netherland s obligation to report to the European Commission on the application of the concept of the flexible use of airspace in respect of the airspace under its responsibility for the same reporting year. Based on a decision by the Maastricht Coordination Group in its 75th Session (MCG/75), progress of SES implementation and FUA application within the airspace serviced by Maastricht UAC is addressed primarily in the two SES and FUA reporting chapters of the Netherlands (Part III of LSSIP 2011),on rationale that Maastricht UAC is a NL-based ATS provider and that IVW (CAA-NL) is its certifying authority. The information reported in this document in respect of Maastricht UAC and of its airspace is the outcome of a collaborative and coordinated process involving the 4 respective State regulators and their NSAs, as agreed in the MCG and in the 4-States NSA Committee meetings. Additional information as regards the implementation of the single European sky within the airspace serviced by Maastricht UAC may also be available in Parts III of the LSSIP documents of the other three participating States Belgium, Germany and Luxembourg. In this respect, Chapter 14 of the present LSSIP document does not report on cross-border provision of ATS by foreign ATSPs into an airspace under the responsibility of Maastricht UAC but which does not belong to the NL this information should be available in the Chapters 14 of the other 3 concerned States. In this, the respective LSSIP Parts III of the other three participating States should be considered as complementary reporting sources for the airspace of each respective State. IV - Traffic and ATM Performance Cost-effiency As member State, the Netherlands will adopt and communicate to the European Commission its performance plan by 30 June 2012, including inter alia its cost-efficiency target consistent with the EU wide cost-efficiency target adopted by the EC for RP ( ). En-route Traffic and Capacity Based on CFMU archived data, traffic in the Netherlands increased by 4,7% during the summer of 2011 (May to October), when comparing to summer The STRATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 2,7% and 4,2% with an average baseline growth of 3,3% throughout the planning cycle. Chapter 17.3 provides information to be considered as support for the implementation of the national performance plan. The reference values of the breakdown of the EU capacity/delay targets could be used in the preparation of the national performance plan to ensure consistent national targets with the EU-wide capacity targets. Airport Traffic and Capacity Based on Traffic Review 2011 published by Amsterdam Airport Schiphol, the airport handled in million passengers and 1.5 million tonnes of cargo, thus ranking Schiphol as Europe s fourth-largest passenger airport. and third-largest cargo airport. A total of air transport movements in 2011 ranks Schiphol as the fifth-largest European airport in terms of air transport movements in During the summer of 2011 Amsterdam Airport Schiphol provided connections to 313 European and intercontinental airports in 104 countries. LSSIP ear 2011 The Netherlands vii Released Issue

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15 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year plan containing ECAC States actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. They also contain a report by the State on its level of compliance against the Single European Sky Regulations, where applicable. This LSSIP documents ear 2011 describe the situation in the State at the end of December The LSSIP documents are structured into four parts to better differentiate the Stakeholder(s) accountable for the information contained in each of them: Part I State Context (Chapters 1 to 4), presents the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved. Part II Implementation of ESSIP Objectives (Chapters 5 to 13), contains high-level information on progress and plans of each ESSIP Objective, grouped per ESSIP domain. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of Part II. Note: This Part II is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP. Part III Implementation of SES Legislation (Chapters 14 and 15), where the States are invited to fulfil their reporting obligations to the European Commission comprising the Annual Report on SES Implementation (Article 12 of Regulation (EC) No 549/2004) through Chapter 14, and the Annual Report on the Application of FUA (Article 8 of Regulation (EC) No 2150/2005) through Chapter 15. This Part III, being a State s responsibility, is signed by the Ministry of Transports, or by the authority the Ministry delegates this task to. Part IV Traffic and ATM Performance (Chapters 16 to 18), contains information on the evolution of traffic (en-route and at main airport(s)), and the State s five-year plans to improve its performance and achieve its targets in respect of Cost-Efficiency and en-route Capacity LSSIP ear 2011 The Netherlands viii Released Issue

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17 LSSIP ear 2011 PART I - STATE CONTEXT LSSIP ear 2011 The Netherlands Released Issue

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19 Chapter 1 - National Stakeholders General Information 1. The Ministry of Infrastructure and the Environment (MoI&M, Ministerie van Infrastructuur en Milieu ) is the State authority for civil aviation in the Netherlands. Within MoI&M, the Directorate General for Civil Aviation and Maritime Affairs (DGLM, Directoraat-Generaal Luchtvaart en Maritieme Zaken ) is responsible for the development of aviation policy and legislation, including transport, environment and safety. The Ministry of Transport, Public Works and Water Management, the former State authority for civil aviation, has been merged with parts of the Ministry of Housing, Spatial Planning and the Environment into the new Ministry of Infrastructure and the Environment. 2. Policy implementation and supervision are delegated to the Transport and Water Management Inspectorate (IVW (CAA-NL), Inspectie Verkeer en Waterstaat ), also a part of MoI&M. Within the framework of the Single European Sky (SES), a part of the Transport and Water Management Inspectorate performs as the National Supervisory Authority (NSA). 3. The Ministry of Defence (MoD) is the State military authority; military aviation is in its responsibility. As established in the Aviation Act, airspace regulation is a shared responsibility between the civil and military authorities and is effected by MoI&M in agreement with MoD. Within MoD, the Military Aviation Authority (MAA, Militaire Luchtvaart Autoriteit ), established in July 2005, closely cooperates with the civil authorities DGLM and IVW (CAA-NL). The military ATS provider organisation controls part of the airspace, including all military aerodromes - the Royal Netherlands Air Force (RNLAF), as a part of the MoD, operates MilATCC Nieuw Milligen. 4. Air Traffic Control the Netherlands (LVNL, Luchtverkeersleiding Nederland ) is the major air navigation service provider (a corporatized public entity since Jan 1993 Independent Administrative Body - ZBO). While accountable to MoI&M for its performance, LVNL is organisationally separated from DGLM and IVW (CAA-NL). The Aviation Act stipulates that LVNL, together with the military ATS provider (MilATCC) and MUAC share the responsibility for the provision of ATS to all air traffic within the Amsterdam FIR, each for its own Area of Responsibility. LVNL is certified for ATS, CNS and AIS provision and is designated as ATSP in the Aviation Act. Air Traffic Services on Amsterdam Airport Schiphol are provided by two control units (Schiphol Tower and Schiphol Approach). Rotterdam Approach is located in the LVNL building at Schiphol. ATS, CNS and all other herewith directly related activities for Groningen Airport Eelde and Maastricht Aachen Airport are part of the ATM Service Provision of the LVNL Regional Unit. LVNL and MilATCC operate the joint civil-military Airspace and Flow Management Unit (AFMU). 5. The Netherlands Air Traffic Committee (LVC) functions as a joint civil/military advice body to the ATM policy unit established by agreement between MoI&M and MoD. LVC is the advisory body on airspace issues to the two ministers. It consists of representatives of both ministries - involving the MAA, DGLM and IVW (CAA-NL) - and the service providers while also other ad-hoc stakeholders, such as airlines, are invited. Functional Use of Airspace is fully applied by NL. A joint civil-military Airspace and Flow Management Unit (AFMU) dealing with the pre-tactical airspace planning is operated from LVNL (Schiphol). The AFMU is equivalent to an FUA Level 2 AMC in accordance with the FUA SES regulation. At tactical level, real-time on-line co-ordination takes place between the military and civil ATC centres. 6. The Dutch Safety Board (OVV, Onderzoeksraad voor Veiligheid ) was established in February 2005 and it carries out the investigations for civil aviation accidents. The OVV is an independent body within the meaning of Art 6(1) of Council Directive 94/56/EC of 21 November 1994, which means that the investigations following civil aviation accidents and/or incidents are carried out by a permanent body functionally independent in particular of the National Aviation Authorities (part of the safety chain ) and of any other entity (e.g. ANSPs, airport operators, etc ) whose interests could conflict with the investigations themselves. LSSIP ear 2011 The Netherlands Part I - Chapter 1-1 Released Issue

20 The activities of these main National Stakeholders are detailed in the following sub-chapters and their organizational charts are shown in Annex B. A diagram is also presented (as Annex B4) with all the interrelations between the Dutch relevant ATM organisations. Other important national stakeholders involved in ATM in the Netherlands are as follows: 7. Amsterdam Airport Schiphol (AAS) is the major airport in the Netherlands; it is part of the Schiphol Group, in the ownership of the State of the Netherlands, the City of Amsterdam, the City of Rotterdam and Aéroports de Paris details regarding Schiphol Group and the ownership of AAS are provided in Chapter 13.1 and Annex B5. 8. The Royal Netherlands Meteorological Institute (KNMI, Koninklijk Nederlands Meteorologisch Instituut ) is an agency within MoI&M responsible for the provision of meteorological services in the Amsterdam FIR. KNMI is certified as a provider for meteorological services and designated in the Act for KNMI. 9. The EUROCONTROL Maastricht Upper Area Center (Maastricht UAC) is a certified ATSP for the upper airspace, based in the Netherlands and designated in the Aviation Act. The foundation of Maastricht UAC lies in the Maastricht Agreement, involving Belgium, Germany, Luxembourg Netherlands and EUROCONTROL. With exception of SES reporting to the European Commission by the Netherlands which is in Part III of this LSSIP, Maastricht UAC is outside the scope of this LSSIP and has its own LSSIP document. 1.1 Civil Regulator(s) Civil Aviation Regulatory Framework Civil Aviation in The Netherlands is the responsibility of the Ministry of Infrastructure and the Environment (MoI&M, Ministerie van Infrastructuur en Milieu ), the new State authority for civil aviation in Netherlands since the merger of the Ministry of Transport, Public Works and Water Management, the former State authority for civil aviation, together with parts of the Ministry of Housing, Spatial Planning and the Environment into the new Ministry of Infrastructure and the Environment (MoI&M). Within MoI&M, the Directorate General for Civil Aviation and Maritime Affairs (DGLM, Directoraat- Generaal Luchtvaart en Maritieme Zaken ) is responsible for the development of aviation policy and legislation, including transport, environment and safety. The Dutch civil aviation regulatory framework consists of: 1. European Community (EC) regulations, which are directly applicable and binding in the Netherlands; 2. National Acts enacted by Parliament; 3. Royal Decrees (Besluiten), and 4. Ministerial Decrees (Regelingen). The legal framework is further complemented by Regulations (Reglementen), e.g. the Air Traffic Regulation, and Policy Rules (Beleidsregels), which can have legal binding status and require publication. At its higher level, the regulatory framework consists of two basic laws: 1. The Aviation Act (Wet luchtvaart), enacted in 1992 by Parliament, last amended in 2011; it addresses LVNL, MUAC and the military; and 2. The Act on the Royal Netherlands Meteorological Institute (Wet op het KNMI), enacted in 2001 by Parliament, which addresses KNMI. MoI&M (civil) and MoD (military) are both the regulators for the Aviation Act and the lower regulations. MoI&M is the regulator for the Act on the Royal Netherlands Meteorological Institute and the lower regulations. LSSIP ear 2011 The Netherlands Part I - Chapter 1-2 Released Issue

21 The different national entities having regulatory responsibilities with respect to ATM/ANS are specified in the table below. Activity in ATM: Organisation responsible Legal Basis Rule-making MoI&M/ DGLM The Aviation Act (Wet Luchtvaart) enacted by Parliament on 18th of June 1992, State Journal 1992, nr 386, last amended in December 2011 (State Journal 2011, nr 595); Safety Oversight MoI&M/ IVW (CAA-NL) The Aviation Act (Article 11.1(2)), last amended in December 2011 (State Journal 2011, 595); and Ministerial Decree regarding the appointment of aviation supervisors (Besluit Aanwijzing Toezichthouders Luchtvaart); and Ministerial Decree (article 2a(3)) concerning the establishment of IVW, last amended 31 December 2011 (State Gazette December 2011, nr 23871: :ILT (CAA-NL) is the nominated NSA as from 1 January 2012; Establishment of Tolerable Safety Levels IVW (CAA-NL); LVNL The Aviation Act; and The LVNL SEE Framework - Safety, Efficiency, Environment Framework (VEM, Veiligheid, Efficiency, Milieu ). The safety criteria for quantitative risk assessments developed by LVNL were endorsed by IVW (CAA-NL) subject to certain conditions; Safety Performance Monitoring Enforcement actions in case of non-compliance with safety regulatory requirements Airspace Economic Environment IVW (CAA-NL) MoI&M/ IVW (CAA-NL) MoI&M/ DGLM together with MoD/ MAA Supervision and enforcement are in the remit of MoI&M/ IVW (CAA-NL) and MoD/MAA respectively. MoI&M/ DGLM and IVW (CAA- NL) MoI&M/ DGLM. Supervision and enforcement are in the remit of IVW (CAA- NL) The Aviation Act (Article 11.1(2)) and the Ministerial Decree (article 2a(3)) concerning the establishment of IVW (CAA-NL), last amended May 2008 (State newspaper 26 th May 2008) The Aviation Act (Article (b) ( ), last amended in January 2010 (State Journal 2010 nr. 26,) and the Ministerial Decree (article 2a(3)) concerning the establishment of IVW, last amended May 2008 (State newspaper 26th May 2008): IVW is the nominated NSA Aviation Act (Wet Luchtvaart), complemented by Ministerial Decrees Under the Accountancy Act (last amended 1st of December 2011, State Journal 2011, 612), the General Account Office is the designated governmental Authority having access to each of the accounts of the service providers. In providing this function as an NSA, IVW (CAA-NL) uses economic expertise from DGLM, which has such expertise as being responsible for the governance of LVNL as a corporatised public entity. The Airport Traffic Decree for Schiphol Airport (26st of November 2002, State Journal 2002, 592, last amended 24st of July 2010, State Journal 2010, nr. 329) provides rules for route and runway use, which LVNL must comply with. This decree also provides rules to comply with the limit values for noise, external safety and local air pollution. Handling air traffic within limit values is a common responsibility of LVNL, the airlines and Schiphol Airport. LSSIP ear 2011 The Netherlands Part I - Chapter 1-3 Released Issue

22 Security Ministry of Justice, MoD and MoI&M/DGLM; Supervision and enforcement are in the remit of police and customs house, and of MoD respectively. Under the Act on Aviation (15th of January 1958, State Journal 1958, nr. 47, last amended 21st of April 2011, State Journal 2011, nr. 254) paragraph 3A of Luchtvaartwet), the Minister of Justice is responsible for security of civil aviation. Air Traffic Regulation, 18th of December 1992, State Journal 1992, nr. 697, last amended 29th of November 2006, State Journal 2006, nr. 654, and Ministerial Decree on interception of aircraft, 14th of November 2007, State Gazette, 2007, nr The National Supervisory Authority, as per SES Service Provision Regulation is described in Chapter 14. Annual Report published: N The Directorate General for Civil Aviation and Maritime Affairs (DGLM) and the Transport and Water Management Inspectorate (IVW (CAA-NL)) By provision of law, MoI&M is the competent civil ATM regulator. This responsibility is further broken down within the remit of two MoI&M departments, DGLM and IVW (CAA-NL) as follows: 1. The Directorate-General for Civil Aviation and Maritime Affairs (DGLM, Directoraat-Generaal Luchtvaart en Maritieme Zaken ), established by Royal Decree in 1980, is responsible for the development of aviation policy and legislation, including transport, environment and safety. The Director-General of DGLM represents the Netherlands in the EUROCONTROL (Provisional) Council. Airspace regulation is a shared responsibility between civil and military authorities. Therefore airspace regulation in respect of civil aviation is established by MoI&M/DGLM in agreement with the MoD/ MAA. 2. IVW (CAA-NL) (Transport and Water Management Inspectorate, Inspectie Verkeer en Waterstaat ) is responsible for aviation policy implementation, oversight and enforcement. Part of IVW (CAA-NL) performs the role and tasks of the NSA NL. IVW also develops (drafts) lower regulations for DGLM. IVW (CAA-NL) is ISO 9001:2008 certified since 15th December 2011 DGLM and IVW (CAA-NL) are organisationally separated from the ATSPs LVNL and MUAC. IVW (CAA- NL) and LVNL are both under the regulatory authority of the Minister of Transport. The Netherlands, together with Belgium, Germany and Luxembourg agreed in the Maastricht Agreement for the provision and operation of air navigation services by Eurocontrol from the Maastricht Area Control Centre (MUAC). Based on the Chicago Convention and the Maastricht Agreement, each of the four States retains its specific responsibilities as regards regulation and oversight within its own portions of airspace which are serviced by Maastricht UAC. Regulation and oversight of Maastricht UAC are nevertheless exercised in a highly coordinated manner among the four concerned States, including with EUROCONTROL. At regulatory level, coordination is mainly ensured through the Maastricht Coordination Group (MCG). At supervisory level, Maastricht UAC, as a NL-based ATS provider, was SES-certified by the NSA NL in cooperation with the NSAs of the three other States. On the basis of a 4 States NSAs Memorandum of Cooperation (as from 1 November 2011 on the basis of the revised Agreement of the 4 States NSA s, including the 4 NSA s Manual), the four States NSAs work together concerning the Single European Skyrelated supervision of MUAC. They cooperate within an NSA-Committee (NSA-C), which is responsible for all supervisory activities on MUAC and a Common Supervisory Team (CST), which exercises the applicable oversight functions. The organisation chart of the Ministry of Infrastructure and the Environment is at Annex B. The Internet site of MoI&M/ DGLM may be accessed at address: The Internet site of IVW (CAA-NL) may be accessed at address: For SES implementation and NSA matters, see Chapter 14. LSSIP ear 2011 The Netherlands Part I - Chapter 1-4 Released Issue

23 1.2 ANSP(s) The legal basis for the establishment and provision of air traffic services in the Netherlands is in the Aviation Act, Chapter 5. The conditions are further elaborated in the Air Traffic Regulation. As regards cross-border provision of services, the Regulation of ATS Delegation to Foreign Service Providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties) of May 2005 deals with the delegation of ATS in FIR Amsterdam to, inter-alia, Brussels ATC, Langen ATC, London ATC, Copenhagen ATC and MIL ATCC Semmerzake ATC The Netherlands (LVNL, Luchtverkeersleiding Nederland ) Name of the ANSP: Governance: Services provided /N Comment Air Traffic Control The Netherlands (LVNL, Luchtverkeersleiding Nederland ) LVNL has been an independent Ownership: LVNL is an Independent administrative body (ZBO) since 1 Administrative Body (ZBO, January As such, LVNL is Zelfstandig accountable for its performance to the Bestuursorgaan ). MoI&M and LVNL staff members are civil servants. In the sense of the Central and Local Government Personnel Act, LVNL applies the Code of Good Governance for Implementing Organizations as a directive. ATC en-route ATS below FL245 is in the responsibility of LVNL with the exception of the areas under control by MilATCC Nieuw Milligen and also Amsterdam FIR above FL245, which is delegated to Maastricht UAC (MUAC) ATC approach ATC approach services at Schiphol, Rotterdam, Groningen and Maastricht are provided by LVNL ATC Airport(s) Aerodrome ATC services at Schiphol, Rotterdam, Groningen and Maastricht are provided by LVNL. AIS All AIS provided to GAT within the area of scope of this LSSIP are delivered by LVNL. CNS All CNS services provided to GAT within the area of scope of this LSSIP are delivered by LVNL. MET N KNMI is certified and designated as the provider for meteorological services. (Note: Another MET provider, Meteo Consult was also certified, but not designated) ATCO training All ATCO training for the services provided by LVNL are in the full responsibility of LVNL. Others N Additional information: Provision of services in other State(s): LVNL provides services in the UK, Germany and Belgium by ATS crossborder delegation. The Internet site of LVNL may be accessed at address: The organization chart, as published on the internet site of LVNL, is available in Annex B. LSSIP ear 2011 The Netherlands Part I - Chapter 1-5 Released Issue

24 1.2.2 Maastricht UAC Note: The LSSIP information concerning Maastricht UAC, the 2 nd main NL-based and certified ATS provider, is available in the LSSIP document of Maastricht UAC. Nonetheless, Part III of this LSSIP NL includes the SES and FUA reports to the European Commission as regards Maastricht UAC and its airspace, as agreed by the 4 State regulators in the Maastricht Coordination Group (MCG). Further information on MUAC may also be available in Part III of the respective LSSIP documents of the other three participating States Belgium, Germany and Luxembourg. This is particularly the case where any of the three other participating States have established and apply different arrangements in their respective airspace serviced by Maastricht UAC (e.g. for civil-military coordination, FUA application etc), than the procedures applied by the Netherlands and reported in this LSSIP Part III. 1.3 Military Authorities The Military Authorities in the Netherlands are composed of: 1. The Military Aviation Authority (MAA, Militaire Luchtvaart Autoriteit ), established in July 2005 as part of MoD. Within the MoD, the MAA has an independent position directly under the Minister of Defence. The Director MAA is responsible for the development of aviation policy. The MAA NL consists of three operational divisions and two supporting staff divisions. These divisions have specialist and military knowledge that is relevant to each area of expertise. The operational divisions reflect the MAA philosophy of a Total Aviation System in which the interrelation of all aspects of (military) aviation becomes clearly visible. MAA closely cooperates to this purpose with the civil authorities of DGLM within the joint civil/military ATM Policy Unit. On supervision, the MAA closely cooperates with IVW (CAA-NL). 2. The military ATS provider organization - consisting of MilATCC (both Area Control and Centralized Approach Control), also a part of MoD, which operates from Nieuw Milligen and also the control towers on Military Airbases. A joint civil-military AFMU dealing with the pre-tactical level of FUA is operated with LVNL from the LVNL premises. Their regulatory, service provision and user role in ATM are detailed further below. Information on the Application of FUA is in Chapter Regulatory role Regulatory framework and rule-making The legal basis for the regulatory elements of military aviation originates from the Aviation Act; in particular: Article 1.4 empowering the Ministry of Defence (MoD) to issue regulations and to coordinate MoD regulations applicable to civil traffic/ air navigation with the MoI&M; Article 3.14 regarding certificates of airworthiness for military aircraft; and Chapter 10, which is entirely dedicated to military aviation. Airspace regulation is a shared responsibility of the civil and military authorities; the military authorities control parts of the airspace. Coordination between the two authorities is ensured at all levels. OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provisions: Aviation Act (law), Ministerial Decree and Air Force Regulation Authority signing such legal provision: Parliament (for the Aviation Act) and Minister of Defence (for the Decrees and regulations below the level of the Aviation Act) These provisions cover: Rules of the Air for OAT GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: Aviation Act (law) Authority signing such legal provision: Parliament (for the Aviation Act) and Minister of Defence (for the Decrees and regulations below the level of the Aviation Act) These provisions cover: Organisation of military ATS for OAT Organisation of military ATS for GAT OAT/GAT Coordination OAT/GAT Coordination LSSIP ear 2011 The Netherlands Part I - Chapter 1-6 Released Issue

25 ATCO Training ATCO Training ATCO Licensing ATCO Licensing ANSP Certification N ANSP Certification N ANSP Supervision ANSP Supervision Aircrew Training ESARR applicability Aircrew Licensing Additional Information: the MAA is in the process of transposing the regulations and requirements applicable for Civil Aviation into equivalent Military Aviation Requirements (MAR/ATM) Means used to inform airspace users (other than military) about these provisions: Additional Information: the MAA is in the process of transposing the regulations and requirements applicable for Civil Aviation into equivalent Military Aviation Requirements (MAR/ATM) Means used to inform airspace users (other than military) about these provisions: National AIP National AIP National Military AIP National Military AIP N EUROCONTROL eaip N EUROCONTROL eaip N Other: N/A Other: N/A Oversight OAT National oversight body for OAT: MAA Additional information: GAT National Supervisory Authority (as per SES reg. 550/2004) for ANS services provided to GAT will be further developed by the military in cooperation with the CAA-NL Additional information: MAA is functionally separated from the military Service Provision; both entities are under the direct responsibility of the MoD. In the case of ANS provided to GAT by the military service provider, for the time being the NL has applied Art 7(5) of the service provision regulation (i.e. allow provision of ANS without certification). LSSIP ear 2011 The Netherlands Part I - Chapter 1-7 Released Issue

26 1.3.2 Service Provision role Services Provided: OAT Services Provided: En-Route Note: Provided by MilATCC En-Route N Approach/TMA Note: Provided by MilATCC for all Military Airbases and Mil TMAs Airfield/TWR/GND Note: Provided at all RNLAF and RNNavy Airfields TSA/TRA monitoring AIS Note: Provided at all RNLAF and RNNavy Airfields MET Note: Provided at all RNLAF and RNNavy Airfields GAT Approach/TMA Note: Provided by MilATCC for all Military Airbases and Mil TMAs Airfield/TWR/GND Note: Provided at all military airfields with civil couse AIS Note: Provided at all RNLAF and RNNavy airfields MET Note: Provided at all RNLAF and RNNavy Airfields SAR Note: All SAR Note: Provided together with the civil SAR provider Other: Additional Information: N Note: Provided by MilATCC FIS Note: Provided at all military airfields with civil couse Additional Information: N Other: Military ANSP providing GAT services SES certified? N If ES, since: N/A 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: N N/A User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Within specific corridors only Within the regular (GAT) national route network Under radar control Within a special OAT route system Under radar advisory service N If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF CNS exemptions: RVSM 8.33 N Mode S N ACAS Others: Exemptions are granted only for Combat Aircraft LSSIP ear 2011 The Netherlands Part I - Chapter 1-8 Released Issue

27 1.4 Airports General information Amsterdam Airport Schiphol (AAS), a part of Schiphol Group, is the major airport in the Netherlands. Other relevant civil airports are Rotterdam Airport, Maastricht Aachen Airport and Groningen Airport Eelde. ATS, CNS and AIS services at these airports are provided by LVNL. Air Traffic Services on Amsterdam Airport Schiphol are provided by two control units (Schiphol Tower and Schiphol Approach). Rotterdam Approach is located in the LVNL building at Schiphol. ATS, CNS, AIS and all other herewith directly related activities for Groningen Eelde Airport and Maastricht Aachen Airport are part of the ATM Service Provision of the LVNL Regional Unit. The revised Aviation Act of 2002 dictates environmental rules for Amsterdam Airport Schiphol. The Airport Traffic Decree Schiphol, a governmental decree based on the Aviation Act, provides rules for route and runway use that LVNL has to comply with. This decree also provides the responsibility to comply with the limit values for noise, external safety and local air pollution. Handling air traffic within limit values is a common liability of LVNL, the airlines and the airport. Violations of limits results in financial penalties and measures from IVW (CAA-NL). More information on Amsterdam Airport Schiphol is available in Annex B, Organisation of the national stakeholders Airport(s) covered by the LSSIP The LSSIP for the Netherlands focuses only on Amsterdam Airport Schiphol, which meets all the following four criteria: - It is the main national airport of the Netherland (LSSIP Part II and IV); and - It is in the list of the airports identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. Network Operations Plan Summer 2011, Chapter 10, Airports Plans, ATFCM) (LSSIP Part IV); and - It is in the list of the airports with more than 150,000 commercial air transport movement in 2010 (LSSIP Part IV); and - It is in the list of the Airports contained in Table 8 of Part 4, Annex B of the ESSIP Plan Edition 2011 (LSSIP Part II). There are no other airports identified by the Netherlands in the applicability area of an Airport or Environment ESSIP Objective see LSSIP part II. 1.5 Accident/incident Investigation Body Technical investigations Investigations following accidents and serious incidents in the Netherlands are carried out by the Dutch Safety Board ( Onderzoeksraad voor Veiligheid, OVV). The Dutch Safety Board is a statutorily established autonomous agency, responsible for the independent and integral investigation of serious incidents and accidents that involve civil aircraft. This body performs its functions in compliance with Council Directive 94/56/EC and is laid down in a statute law for the Dutch Safety Board of 02/12/ Investigations look for any systematic safety-related shortcomings; the key goal of investigations is to establish the truth rather than to apportion blame. Following an investigation, the Board publishes an investigation report that has previously been verified by the involved parties. This report generally offers recommendations for measures to be taken in order to improve the safety situation. The recommendations are addressed to organizations bearing responsibility and having the capacity to implement measures. Aside from responsible ministers, the recommendations can thus also be addressed to other parties such as governance bodies, business corporations and community entities. Organizations to which the recommendations are addressed have a maximum of a half year period in which to report how they respond to the recommendations and what measures they may or will take. The Board will submit a copy of the recommendations to the Ministry of the Interior and Kingdom Relations. The Ministry can thus continue to monitor the concerned organizations, particularly on their follow-up on the recommendations. LSSIP ear 2011 The Netherlands Part I - Chapter 1-9 Released Issue

28 Information regarding OVV and the conduct of investigations following accidents and serious incidents may be accessed on the following web-site: The Dutch Police (KLPD, Korps Landelijke Politie Diensten ) conducts investigations concerning aviation aircraft accidents from a criminal perspective. The Ministry of Justice is responsible for those investigations. LVNL has a legal obligation to investigate ATM incidents. A report may follow on investigation and may contain recommendations for safety improvements. Follow up of these recommendations is monitored Collection, Evaluation & Processing of Data The Netherlands is an EU Member State and Directive 2003/42/EC has been transposed into its national legislation. To implement Council Directive 2003/42/EC, Parliament approved on 31 October 2006 a law for incident reporting in civil aviation. The ABL ( Analyse Bureau Luchtvaartvoorvallen ) is part of the IVW (CAA-NL) and performs the collection, process and storing of all information related to occurrences. ABL also makes this information available to the other EU States in accordance with Directive 2003/42/EC. ABL was established as a separate bureau in July 2005 within the Transport and Water Management Inspectorate to collect reported occurrences in accordance with the EU directive. In order to collect, to process and store all relevant information, ABL uses the tools developed in the frame of the programme for the European Co-ordination Centre for Aviation Incidents Reporting System (ECCAIRS). Information regarding ABL may be accessed on the following web-site: Within LVNL, a formal means of reporting and assessment of ATM-related safety occurrences is implemented. Dissemination of lessons-learned and recommendations are issued in accordance with industry best practice. A Task Force within the sector is established, with participation from all business stakeholders, to address the non-punitive legislation issue. There is annual reporting of ATM safety occurrences to EUROCONTROL using the mechanism of the Annual Summary Template. This is done by IVW (CAA-NL) through ABL Civil-Military Accidents/Incidents Accidents and serious incidents where both civil and military are involved are handled by the Dutch Safety Board s Defence sector. All other incidents involving civil and military were handled by the Air Traffic Incident Committee (ATIC) until the first of August New procedures with the ABL are in preparation. LSSIP ear 2011 The Netherlands Part I - Chapter 1-10 Released Issue

29 Chapter 2 - Geographical Scope 2.1 International Membership Netherlands is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 EUROCONTROL 13/12/1960 European Union 1951 European Common Aviation Area Signed by NL on 09/06/2006; ratified by Parliament on 26/02/2009 EASA (Management Board) 2003 ICAO 26/03/1947 JAA 1990 NATO 04/04/ Geographical description of the FIR(s) The geographical scope of the Netherlands LCIP addresses the Amsterdam FIR below FL245 for civil aviation, and the whole Amsterdam FIR for military aviation. Additionally, the regulatory responsibilities above FL245 are laid down in the MUAC LCIP, in agreement with the other States involved. The following map shows the geographical situation of the Dutch airspace. LSSIP ear 2011 The Netherlands Part I - Chapter 2-1 Released Issue

30 2.3 ATC units The ATC units in the Netherlands airspace, which are of concern to this LCIP, are the following: ATC Unit Number of sectors En-route TMA Amsterdam ACC 5 - Associated FIR(s) Remarks Amsterdam APP - 4 Collocated with Amsterdam ACC MilATCC Nieuw Milligen n/a n/a Information of Air Traffic Service delegation to/from other States is in Chapter Airspace Classification and Organisation Area Control Centre for Military Traffic >FL195, for Civil/Military Traffic in designated Areas <FL195 and Centralised Approach for all RNLAF Airbases. Amsterdam FIR extends from GND/SEA level up to unlimited. Airspace classification above FL195 is compliant with regulation (EC) No. 730/2006 (Class C). Airspace organisation at and below FL195, including the corresponding procedures, have been assessed by the Regulator, Military and LVNL. Further developments will be part of the Netherlands Airspace Committee processes, which involve all the ASP, REG and MIL stakeholders. The situation of the classification of the air traffic services airspaces as published in AIP Netherlands is as follows: Classification ATS Airspaces Class A 1. Amsterdam control areas East 1 (between FL065 and FL195), East 2 (between FL095 and FL195), West (between FL055 and FL195), South 1 (between FL055 and FL195) and South 2 (between FL095 and FL195) 2. Nieuw Milligen control area North (between FL055 and FL195) 3. Schiphol terminal control areas 1, 2, 3, 4, 5 and 6 Class B Class C Class D 1. Nieuw Milligen TMA A, C, D and E between FL065 (FL095 during weekends and legal holidays) and FL Maastricht TMA 1 and 2 between FL095 and FL195 (included) 1. Amsterdam upper control area (above FL195) 2. CTRs: Schiphol, Rotterdam, Eelde, Maastricht 3. Military control zones 1. Maastricht TMAs 1 and 2 (between 1500 ft AMSL and FL095) Class E Class G 1. Eelde terminal control area 2. Rotterdam terminal control areas 1, 2 and 3 3. Nieuw Milligen terminal control areas A, B, C, D, E, G1 and G2, between 1500ft AMSL and FL065 included (FL095 during weekends and legal holidays) All other airspace not mentioned above LSSIP ear 2011 The Netherlands Part I - Chapter 2-2 Released Issue

31 Chapter 3 - National Projects Name Schedule Description Scope Status Link with ESSIP Obj. Airspace Vision the Netherlands Enhance cooperation between MoI&M and MoD at strategic and policy level, as well as on supervision. Civil-Military co-operation between LVNL and Royal Netherlands Air Force/MILAT CC Start in 2011 Preliminary policy document available from April 2011 Co-location of military ANS function at ATC NL above FL 200 in 2012 Co-location of military ANS functions at ATC NL from FL 95 - FL 200 in 2014 The Airspace Vision The Netherlands is a strategic policy document which makes choices and clear statements about the desired future development and strategy regarding the organisation, use and management of Dutch airspace. The Airspace Vision is developed to merge national developments and international developments from ICAO, SES, SESAR and FABEC. All relevant stakeholders, such as ANSPs and airspace users, are involved in the project. Eurocontrol MUAC is also involved. Both ministers have agreed with the ATC providers on strengthening cooperation. Both ministers have agreed with the ATC providers on strengthening cooperation. Both ATC providers have issued a letter of intent in which they declare their intention to strive for further organisation with the ultimate aim of a single air traffic navigation service provider and a single airspace by 2020 or sooner if possible. Objective: to increase effectiveness and efficiency in air space usage as well as Air Navigation Services within Amsterdam Flight Information region in the Netherlands. On-going On-going On-going Letter of intent will be implement ed step by step Expected Contribution to the Key Performance Areas 1 The Airspace Vision sets out the framework for the further development of the Dutch airspace as an important part of the European airspace. Within this framework and future airspace structure the ANSPs will be able to enhance the performance as set out in the performance plans Civil-military cooperation initiatives within the Netherlands are aimed to increase the performance of the Dutch ANS. To optimize the usage of airspace by the enhanced FUA concept, increase safety, capacity, flight efficiency and reduce costs for ANS. Co-location of military FIS functions at ATC NL in 2014 Further cooperation A study on governance In the lights of developments in regard of the Single European Based on the results Civil-military cooperation initiatives 1 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP ear 2011 The Netherlands Part I - Chapter 3-1 Released Issue

32 Name Schedule Description Scope Status Link with ESSIP Obj. between MoIenM and MoD in the field of ATM governance and supervision has been finalized in December A study on supervision will be ready in June 2012 Sky and the above mentioned project of further civil/military cooperation in the field of ANS, MoIenM and MoD are investigating further cooperation at ATM governance and supervision level of the study on ATM governanc e both Secretary Generals of MoIenM and of MoD are considerin g next steps to be taken in the field of further cooperatio n. The study on further cooperatio n in the field of supervisio n is still on track Expected Contribution to the Key Performance Areas 1 within the Netherlands are aimed to increase the performance and safety of the Dutch ATM system. To optimize the usage of airspace by the enhanced FUA concept, increase safety, capacity, flight efficiency and reduce costs. LSSIP ear 2011 The Netherlands Part I - Chapter 3-2 Released Issue

33 Chapter 4 - Regional Co-ordination and Projects 4.1 Regional Co-ordination EUROCONTROL 6-States Regional Focus Group To foster regional cooperation, the EUROCONTROL 6-States Regional Focus Group (former 6-States Regional Route Structure Working Group) composed of representatives from Belgium, Netherlands, Germany, Luxembourg, France and United Kingdom has been established. As a regional Sub-Group of the Route Network Development Sub-Group (RNDSG), the main task of the 6-States Regional Focus Group is to optimise the route network in the core area of Europe Closer cooperation between the Netherlands and Germany As from April 2011 LVNL participates in the existing consortium of DFS, NATS and AENA for the development of the new Flight Data Processing System. Indra will develop and supply this system. LVNL does not participate independently. LVNL and DFS have entered into an alliance for this purpose. They will also jointly expand itec further into a system which can replace their current air traffic control systems. This is an important step towards technical convergence within FABEC. LVNL and DFS will also continue their co-operation in the area of Aeronautical Information Services/Aeronautical Information Management (AIS/AIM) and CNS with the aim to speed up FABEC. 4.2 Regional Projects FABEC For information on FABEC, see Chapter Coordination of the 4 Maastricht UAC States and EUROCONTROL With reference to the co-ordination with the 4-States/ EUROCONTROL, LVNL is a member of the 5GSO (Group of Senior Officials) and of the MCG. The Netherlands participates in the 4-States WGs: the RADNET Board, and the Common Network Group. LVNL participates in the RADNET network management. LSSIP ear 2011 The Netherlands Part I - Chapter 4-1 Released Issue

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35 LSSIP ear 2011 PART II - IMPLEMENTATION OF ESSIP OBJECTIVES LSSIP ear 2011 The Netherlands Released Issue

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38 Conventions Two colour codes are used for each ESSIP Objective box : o o one colour code is used to show the Objective Scope in the Objective ID cell, and another colour code is used to show the Objective Progress in the State and for each national stakeholder. Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-state SloAs) Obj. Progress (**) State s high level progress statement REG (By:mm-yyyy) ASP (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement ASP high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date ASP. Progress (**) ASP Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: SES and SESAR ECIP Completed No Plan ECAC Pan-European Partially Completed Not Applicable EU+ Planned Missing Data Multi-N Multi-National Late Harmonisation APT Airport related LSSIP ear 2011 The Netherlands Released Issue

39 Chapter 5 - ATM Safety GEN01 Implement European ANS contingency measures for Safety Critical Modes of Operation (By:12/2008 / Active) Completed Contingency measures are in place at the ANSP level and are continuously being improved this is now being further developed in relation with FABEC. A few remaining open issues were completed in early For the purpose of ESSIP/LSSIP this objective is now "Completed". Nonetheless it is noted that there is on going work to improve the current contingency plans and arrangements as part of the FABEC implementation phase. REG (By: ) ASP (By: ) MIL (By: ) The national requirement addressing ANS contingency planning is already established in the Common requirements (EC) Regulation 2096/2005. During 2008, NL CAA performed oversight on Contingency planning based on the Common requirements. There is no plan to enact an additional national regulation. In addition, the introduction of any safety significant changes is subject to safety oversight in accordance with EC Regulation No 1315/2007. Contingency measures are in place and are being continuously improved. One issue, i.e. on wording of evaluation procedures, was closed in early A revised contingency concept is being considered as part of the FABEC implementation phase. The military ANS provider has its own internal contingency planning measures, which are significantly in line with ICAO, the European Commission regulations and the corresponding Eurocontrol guidelines. MIL contributes to the development of an improved contingency concept as part of FABEC implementation phase. Completed Completed Completed 12/ / / /2009 SAF04 Implement measures to reduce the risk of level bust occurrences (By:01/2008 / Active) Conflicting operations on inbound and outbound sequences were reviewed and improved since the 5 runway system is in use at Schiphol. LVNL has a reporting system in use on level busts. Verification will be completed early Late 03/2012 REG (By: ) The action plan is not yet enforced at regulatory level. In the meantime reports Late on level busts are monitored. 03/2012 ASP (By: ) Same as the overall comment. Currently there is no specific reason for additional actions on level busts. Registration and analysis of level busts remain part of the regular reporting process. Completed 12/2010 MIL (By: ) Results from incident analysis, including level busts, are taken in to account in all ATM developments including airspace design. MoD has a reporting system for incidents including level busts. Verification will be completed early Late 03/2012 SAF05 Implement measures to prevent air/ground communications induced safety occurrences. (By:01/2010 / Active) Completed The contribution of air/ground communications in safety occurrences is monitored in the regular safety process. Currently there is no reason for more specific actions on air/ground communications. R/T awareness at Schiphol is part of a study under the responsibility of the Airport Safety Platform. 01/2011 REG (By: ) Currently there is no reason for more specific actions on air/ground Completed communications. 01/2011 ASP (By: ) R/T awareness is covered by the regular safety process. Completed 01/2011 LSSIP ear 2011 The Netherlands Part II - Chapter 5-1 Released Issue

40 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements (By:12/2011 / Active) Most items of the European Action Plan have been implemented. REG (DGB) has taken the lead to implement the remaining parts of the Action Plan in REG (By: ) ASP (By: ) IVW (CAA NL) has consulted all relevant stakeholders in 2010 over the European Action Plan. In 2011 appropriate actions from the Plan have been discussed between stakeholders aiming implementation. REG (DGB) has taken the lead to implement the remaining parts of the Action Plan in All appropriate actions from the Action Plan have been taken: all aeronautical information is available via Internet free of charge; FIS is staffed with specifically trained controllers who are equipped with weather information. Traffic leaving controlled airspace is advised to contact (military) FIS, and R/T coverage has been extended in Finalization plans are expected from DGB. Late Late Late 12/ / /2012 MIL (By: ) MAA follows the appropriate parts in close co ordination with DGB. Late 12/2012 SRC-AUDI Implementation of Safety Regulatory Auditing by National Supervisory Authorities (NSA) (By: / Active) Completed Safety oversight for civil ATSPs in accordance with ESARR 1 and Regulation (EC) No 1315/2007 is in place. On the MIL side, MAA has implemented its Military Aviation Requirements, with respect to the issues of safety oversight. REG (By: ) MIL (By: ) Safety oversight for civil ATSPs in accordance with ESARR 1 and Regulation (EC) No 1315/2007 is performed by IVW (CAA NL). Procedures and capabilities to conduct the required actions are in place. For all SLoAs this has been a combined action with the civil regulator see Civil Regulator. MAA has implemented its Military Aviation Requirements, with respect to the issues of safety oversight. Completed Completed 12/ / /2010 SRC-CHNG Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) (By: / Active) Completed Safety oversight for civil ATSPs in accordance with ESARR 1 and Regulation (EC) No 1315/2007 is in place. On the MIL side, MAA has implemented its Military Aviation Requirements, which address, inter alia, the issues of safety oversight. REG (By: ) MIL (By: ) Safety oversight for civil ATSPs in accordance with ESARR 1 and Regulation (EC) No 1315/2007 is performed by IVW (CAA NL). Procedures and capabilities to conduct the required actions are in place. In addition during 2010 audits on this subject have been executed according to IVW (CAA NL)s audit planning. For all SLoAs this is a combined action with the civil regulator see Civil Regulator. MAA has implemented its Military Aviation Requirements, which address, inter alia, the issues of safety oversight. Completed Completed 12/ / /2010 SRC-OVCA Implementation of ATM Safety Oversight Capabilities by NSAs (By: / Active) Partially Completed A National Supervisory Authority for MIL air navigation services provided to GAT will be further developed by the military in cooperation with the CAA NL. IVW (CAA NL) is the empowered NSA for civil air navigation services. 06/2012 REG (By: ) IVW (CAA NL) is the empowered NSA. In the yearly audit planning necessary Completed capabilities are ensured. 12/2010 MIL (By: ) A National Supervisory Authority (as per SES EC Regulations 549/2004 and 550/2004) for MIL ANS services provided to GAT will be further developed by the military in co operation with CAA NL. Currently, MAA is Supervisory Authority for the Mil ANSP. Partially Completed 06/2012 LSSIP ear 2011 The Netherlands Part II - Chapter 5-2 Released Issue

41 SRC-RLMK Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) (By: / Active) Completed The Netherlands are an EU Member State and the SES Regulations transposing the ESARRs are directly applicable in relation to organisations providing ATM primarily to GAT. Furthermore, the EC directives transposing relevant parts of the ESARRs have been implemented through national regulations. Currently, The Netherlands do not plan to promulgate new national regulations implementing those provisions of the ESARRs that are not addressed in the SES regulations or the relevant EC Directives. REG (By: ) The Netherlands are an EU Member State and the SES Regulations transposing the ESARRs are directly applicable in relation to organisations providing ATM primarily to GAT. Furthermore, the EC directives transposing relevant parts of the ESARRs have been implemented through national regulations. The required institutional arrangements and the mechanisms to verify compliance are in place and audits are carried out on a regular basis in accordance with (EC) Regulation 1315/2007. As regards the specific ESARR requirements not addressed in EC law, The Netherlands do not intend to enact any new national regulations transposing those requirements Completed 12/ /2010 MIL (By: ) MAA has implemented Military Aviation Requirements with respect to the Completed implementation of various arrangements in accordance with the ESARRs. 12/2010 SRC-SLRD Safety Levels and Resolution of Deficiencies (By: / Active) Late The establishment of acceptable safety levels is a combined responsibility of IVW (CAA NL) and LVNL, by provisions of the Aviation Act and of LVNLs "SEE Framework" Safety, Efficiency, Environment Framework (VEM, "Veiligheid, Efficiency, Milieu"). IVW (CAA NL) is responsible for the safety performance monitoring against the set acceptable safety levels and continues to monitor safety performance, e.g. by means of audits. IVW (CAA NL) endorsed the safety criteria developed by LVNL subject to certain conditions. Netherlands has designated clear competencies in respect of the collection, evaluation, processing and storing info as regards occurrences in aviation, including ATM. Investigations following accidents and serious incidents are carried out by the Dutch Safety Board ("Onderzoeksraad voor Veiligheid", OVV, see more details in Part I of LSSIP). The Dutch Police (KLPD, "Korps Landelijke Politie Diensten") conducts investigations concerning aviation aircraft accidents from a criminal perspective. The Ministry of Justice is responsible for those investigations. Also, LVNL is obliged by law to investigate ATM incidents. Directive 2003/42/EC has been transposed into NL national legislation. The NL Parliament approved in Oct 2006 a law for incident reporting in civil aviation. The ABL ("Analyse Bureau Luchtvaartvoorvallen") is part of the IVW (CAA NL) and performs the collection, process and storing of all information related to occurrences. ABL also makes this information available to the other EU States in accordance with Directive 2003/42/EC. Improved aviation data processing based on information derived from ABL and analysis from subsequent accountholders will be sufficient to improve monitoring safety levels and identify safety baselines. For MUAC a Safety Monitoring Group monitors safety performance. Procedures are documented and part of the 4 States manual. An argumented Safety Directive based on expert judgement can be issued on short notice. Further the IVW(CAA NL) is ISO 9001:2008 certified from december A process for safety directives will be part of NSA oversight activities (as part of the Quality management system). 06/2012 REG (By: ) See the State Comment. Completed 06/2011 MIL (By: ) Military Aviation Requirements are established, which address, inter alia: an acceptable level of safety and ensuring its constant review; national institutional arrangements for the implementation of a reporting and investigation system in a Just Culture environment; the availability of comprehensive aviation safety data; and safety oversight and monitoring of safety performance. Accidents and serious incidents where both civil and military are involved are handled by the Dutch Safety Board. All other incidents involving civil and military were handled by the Air Traffic Incident Committee (ATIC) until the first of August New procedures with the ABL are to be developed. Late 06/2012 LSSIP ear 2011 The Netherlands Part II - Chapter 5-3 Released Issue

42 Chapter 6 - Airspace Organisation and Management AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2015 / Active) LVNL and RNLAF intend to integrate into one Dutch ANSP. Harmonisation of OAT and GAT handling makes part of the integration program. Harmonisation with adjacent centres is covered In the FABEC program. No revisions have to be made to national legislation. Partially Completed 12/2015 REG (By: ) ASP (By: ) The Eurocontrol guidance material has been reviewed. No revisions have to be Completed made. 06/2011 LVNL and RNLAF intend to integrate into one Dutch ANSP. Harmonisation with Planned adjacent centres is covered in the FABEC program. 12/2013 MIL (By: ) Procedure design has been finalised and is ready for decision making. MIL actions in this objective are planned and conducted in co ordination with the civil ASP. No revisions to legislations have to be made. Partially Completed 12/2015 AOM19 Implement Advanced Airspace Management (By:12/2015 / Active) Partially Completed LVNL and RNLAF intend to integrate into one Dutch ANSP. The implementation of Advanced Airspace Management will be related to this process. Procedure 1 and 2 have been implemented as well as a number of CDR optimisations. The implementation of other advanced airspace management activities is planned. 12/2015 ASP (By: ) LVNL and RNLAF intend to integrate into one Dutch ANSP. The implementation of Advanced Airspace Management will be related to this process. Procedure 1 and 2 have been implemented; the results of a safety trial will be included in Procedure 3. Planned 12/2015 MIL (By: ) LVNL and RNLAF intend to integrate into one Dutch ANSP. The implementation of Partially Completed Advanced Airspace Management will be related to this process. 12/2015 AOM20 Implement ATS Route Network (ARN) - Version 7 (By:10/2013 / Active) Partially Completed The airspace structure changes of ARN v7 have been implemented. MIL is planning the adaptation of flight planning. 10/2013 ASP (By: ) ARN Version 7 has been implemented. Completed 03/2011 MIL (By: ) No The adaptation of flight planning is being planned. Planned 10/2013 LSSIP ear 2011 The Netherlands Part II - Chapter 6-1 Released Issue

43 Chapter 7 - Air Traffic Control & Data Processing Systems ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 (By:01/2013 / Active) Late STCA is in use in the en route environment, in accordance with the EUROCONTROL specifications for STCA. A study aimed to extend STCA to the Schiphol TMA environment concluded that implementation is feasible if fixed approach routes are in place. ATCO training has been completed for the en route STCA and will be part of the implementation criteria when STCA is implemented for the Schiphol TMA. Implementation of STCA in the TMA environment by MIL Authority is not foreseen. No national regulations are applicable for STCA. EUROCONTROL Specifications have an AMC status and will not be submitted to a formal approval process. Changes to the current STCA will be part of safety oversight of changes by the CAA NL. Although STCA is implemented in the en route environment, the progress status of this objective is "Late" due to the planned date for implementation in the TMA environment which exceeds the ESSIP target finish date. 12/2016 REG (By: ) As there was no legal obligation, there has been no specific action from the REG to approve the current STCA which is operational for en route. However, in light of the requirements for safety oversight of changes to the ATM system, when a change on the current STCA system is envisaged by the ANSP, it will be adequately addressed by the safety oversight process of IVW (CAA NL). Completed 12/2008 ASP (By: ) STCA is in use in the en route environment, in accordance with the EUROCONTROL specifications for STCA. A study has concluded that STCA implementation in Schiphol TMA is feasible provided that fixed approach routes are in place. Start of implementation is planned for Late 12/2016 MIL (By: ) STCA is in use in the en route environment and is in accordance with the Eurocontrol specifications for STCA. Implementation of STCA in the TMA environment is not foreseen (no MIL ATS to GAT). Completed 12/2008 ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 (By:12/2013 / Active) (Outside Applicability Area) Not Applicable Currently, NL does not formally participate in this Multi National Agreed ESSIP objective. Nevertheless, it has been reviewed by LVNL, with the use of SNET Documentation. REG (By: ) N/A for the moment. Not Applicable ASP (By: ) Same as the overall comment. Not Applicable MIL (By: ) N/A for the moment. Not Applicable ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 (By:12/2013 / Active) (Outside Applicability Area) Not Applicable Currently, NL does not formally participate in this Multi National Agreed ECIP objective. Nevertheless, it has been reviewed by LVNL, with the use of SNET Documentation. REG (By: ) N/A for the moment. Not Applicable ASP (By: ) Same as the overall comment. Not Applicable MIL (By: ) N/A for the moment. Not Applicable LSSIP ear 2011 The Netherlands Part II - Chapter 7-1 Released Issue

44 ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 (By:12/2013 / Active) (Outside Applicability Area) Not Applicable Currently, NL does not formally participate in this Multi National Agreed ECIP objective. Nevertheless, it has been reviewed by LVNL, with the use of SNET Documentation. REG (By: ) N/A for the moment. Not Applicable ASP (By: ) Same as the overall comment. Not Applicable MIL (By: ) N/A for the moment. Not Applicable ATC07.1 Implement arrival management tools (By:12/2010 / Active) Completed LVNL has basic arrival management functions in line with the EUROCONTROL specifications in place. An advanced Arrival Manager for Schiphol is under development as an enabler for Schiphol Traffic Manager. 12/2009 ASP (By: ) See the State Comment. Completed 12/2009 ATC12 Implement automated support for conflict detection and conformance monitoring (By:01/2015 / Active) Not Applicable Even though NL currently does not participate in this MN objective, the following information is given: MTCD is already implemented in the AAA system. In the development and improvement of the support tools available to the controller, new conflict detection tools will be implemented when deemed necessary. 12/2008 REG (By: ) There is presently no national legislation is in force which requires the approval of ATC systems by the Transport and Water Management Inspectorate. However, from a regulatory perspective, the introduction of new safety significant changes to the ATM system must comply with (EC) Regulation 1315/2007 on safety oversight in ATM. Not Applicable 12/2008 ASP (By: ) Same as the overall comment. Not Applicable 12/2008 ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:01/2017 / Active) Planned Basic AMAN will be incrementally developed and implemented. The exchange of REV, MAC and AMA messages has been implemented. The regulator will be informed in due time. 01/2017 REG (By: ) No notifications were received yet. Missing Data ASP (By: ) Basic AMAN will be incrementally developed and implemented. The exchange of Planned REV, MAC and AMA messages has been implemented. 01/2017 LSSIP ear 2011 The Netherlands Part II - Chapter 7-2 Released Issue

45 ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015 / Active) Partially Completed ASP has implemented training of personnel and performance monitoring. REG and MIL have planned to review the supporting material and to implement their objectives. MIL aircrews will be trained in time. 01/2015 REG (By: ) Review of supporting material is planned in Planned 01/2015 ASP (By: ) Controllers are trained for TCAS procedures. Performance monitoring is in place. Completed 12/2011 MIL (By: ) Review of supporting material is planned in Aircrews will be trained in Planned time. 01/2015 IT-COTR Implementation of ground-ground automated co-ordination processes (By: / Active) Ground ground automated co ordination processes have been implemented, are being implemented or are planned to be implemented according to the applicable Commission Regulations. Implementation of a number of (sub) processes is co ordinated in a dedicated FABEC task force. The civil military change to basic flight data processes between ACC Amsterdam and the controlling military units are implemented. The Eurocontrol (Community) Specification for On Line Data Interchange (OLDI) and for ATS Data Exchange Presentation are being used as means to achieve compliance with the SES IR. IVW (CAA NL) will review the safety arguments provided by the involved ANSPs. Partially Completed 12/2012 REG (By: ) Completed 10/2011 ASP (By: ) Ground ground automated co ordination processes have been implemented, are being implemented or are planned to be implemented according to the applicable Commission Regulations. Implementation of a number of (sub ) processes is co ordinated in a dedicated FABEC task force. Partially Completed 12/2012 MIL (By: ) The civil military basic flight data processes between ACC Amsterdam and the Partially Completed controlling military units are implemented. 12/2012 LSSIP ear 2011 The Netherlands Part II - Chapter 7-3 Released Issue

46 Chapter 8 - Traffic Flow and Capacity Management FCM01 Implement enhanced tactical flow management services (By:12/2006 / Active) Completed The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. Amsterdam ACC has implemented advanced capabilities to receive and process ATFM data; flight activation data are sent back to the CFMU. The modifications required in order to implement the later phases of the programme (distribution of additional data to CFMU) are being implemented in accordance to plans. The required actions have also been completed by the military. 01/2009 ASP (By: ) Same as in the overall comment. Completed AAA (only) 01/2009 MIL (By: ) Military ATC receives and processes ATFM data from the CFMU. Completed 12/2008 FCM03 Implement collaborative flight planning (By:12/2010 / Active) Completed The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. The level of GAT traffic controlled by MilATCC does not justify the implementation of the requested data exchange with the CFMU. 06/2011 ASP (By: ) The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. ASP11, usage of IFPLID (ASP11) is deemed not applicable because it cannot be justified by a business case. Completed 06/2011 MIL (By: ) The level of GAT traffic controlled by MilATCC does not justify the Not Applicable implementation of the requested data exchange with the CFMU. LSSIP ear 2011 The Netherlands Part II - Chapter 8-1 Released Issue

47 Chapter 9 - Aeronautical Information Management INF04 Implement integrated briefing (By:12/2007 / Active) Completed Integrated briefing has been implemented; however, without integration of the MET services, which was assessed as not feasible in the particular context of ANS provision and the briefing processes in the NL. MIL has so far opted not to plan for this objective, but this does not affect the overall "Completed" progress achieved through LVNL. 12/2008 ASP (By: ) See the overall comment. Completed 12/2008 MIL (By: ) The objective is optional for the military services; given the low level of GAT serviced by them, MIL has opted not to participate. This does not affect the overall "Completed" progress achieved through LVNL. Not Applicable IT-ADQ Ensure quality of aeronautical data and aeronautical information (By: / Active) A Task Force ( van AIS naar AIM ) has been established with all relevant parties involved. One of the goals of the TF is to ensure data quality, conform ing to Annex IV, and subsequently to ESSIP targets. Formal arrangement with MIL were signed in Implementation planning will be made in Partially Completed 07/2017 REG (By: ) ASP (By: ) A Task Force ( van AIS naar AIM ) has been established with all relevant parties Planned involved. Verification of objectives will be set up in /2017 Review of the objectives will be completed early Following, the Planned implementation planning will be made. 07/2017 MIL (By: ) APO (By: ) A Task Force ( van AIS naar AIM ) has been established with all relevant parties involved. Formal arrangements have been established. Realisation of an SMS and integral QMS based on ISO 9001/+ is expected to be completed by A Task Force ( van AIS naar AIM ) has been established with all relevant parties involved. An SLA concerning data quality between Schiphol and LVNL has been laid down. Partially Completed 07/2017 Partially Completed 07/2017 LSSIP ear 2011 The Netherlands Part II - Chapter 9-1 Released Issue

48 Chapter 10 - Human Resources Management and Human Factors HUM01.1 Ensure timely availability of ATCOs (By:12/2012 / Active) Partially Completed Further to the completion of previous HUM01, LVNL has an active recruitment strategy that is regularly updated. LVNL has in place, uses and improves on a continuous basis a defined staff planning process and related tools for controller manpower planning, staffing and rostering. A sufficient number of controllers is available, as the predictable demand will be covered by corresponding planning measures. For the military, the Common Core Content is implemented in the initial training and completed by air force related job analysis and objectives. 12/2012 ASP (By: ) LVNL has an active recruitment strategy that is regularly updated. A programme is active to address ATC controllers recruitment and, with that, coping with risks of controller shortage within LVNL. This programme is in close collaboration with Dutch universities, with Aviation Studies and specialising on unique ATM elements, thus obtaining a sustainable balance between demand and availability of controllers, i.e. between the required number of controllers (for both primary and secondary tasks such as training, development etc.) and availability of controllers. This active recruitment programme is under constant evaluation and is adjusted where improvements are required. Also, LVNL has established personal/ career development rules for ATM operational staff (RLBV = "Regeling Loopbaanvorming voor Uitvoerende Operationele Functies"). These rules are part of the legal position rules for ATM personnel from the initial training phase onwards. Partially Completed 12/2012 MIL (By: ) The Common Core Content is implemented in the initial training and completed Partially Completed by air force related job analyse and objectives. 12/2012 HUM02.1 Integrate Human Factors into ATM Operations (By:12/2012 / Active) Partially Completed Critical Incident Stress Management (CISM) has been implemented at LVNL and MIL. At LVNL, TRM is incorporated in the Initial training and is being introduced for all LVNL Staff Members and Unit Training Plans. MilATCC has a full TRM program in place. 12/2012 ASP (By: ) Critical Incident Stress Management (CISM) has been implemented at LVNL. At LVNL, TRM is incorporated in the Initial training and is being introduced for all LVNL Staff Members and Unit Training Plans. LVNL applies an active policy of managing human error by means of pro active surveying. Besides that, human factors are an integral part of ATM system design. The introduction of management methods and tools such as Threat and Error management (TEM), as well as of Normal Operation Safety Surveys (NOSS) into the LVNL Safety Management System is planned to increase. Partially Completed 12/2012 MIL (By: ) Critical Incident Stress Management (CISM) has been implemented. A yearly refresher program for staff involved in delivering CISM is in place. MilATCC has a full TRM program in place. Completed 12/2012 LSSIP ear 2011 The Netherlands Part II - Chapter 10-1 Released Issue

49 HUM03.1 Integrate Human Factors into the lifecycle of ATM systems (By:12/2012 / Active) Partially Completed LVNL participates in a broad research program on Human factors in ATM. This research is dealing with the design, selection and training issues. TOKAI and HERA are in use. RNLAF has developed and introduced an ATC specific Human Factors program entitled Safety Attitude & Communication Training. This program consist of attitude training, communication training, personal performance, stress management, team training, Team Resource Management and coaching skill training. 12/2012 ASP (By: ) MIL (By: ) A broad research program runs within the KDC research agenda on Human factors in ATM, using Shared mental models and cognitive flexibility; and covering organizational, functional competences. This research is dealing with the design, selection and training issues. TOKAI and HERA are in use. Modifications of ATM working positions are developed in co operation with experts in ergonomics and operations. RNLAF has developed and introduced an ATC specific Human Factors program entitled Safety Attitude & Communication Training. This is a module training program aimed at ab initio trainees, students and operational personnel. The modules consist of attitude training, communication training, personal performance, stress management, team training, Team Resource Management and coaching skill training. RNLAF will implement the assessment of OJT Instructors (OJTI) in accordance with the guidelines for competence assessment. Partially Completed 12/2012 Partially Completed 12/2012 LSSIP ear 2011 The Netherlands Part II - Chapter 10-2 Released Issue

50 Chapter 11 - CNS 11.1 Communications COM06 Migrate to ATS-Qsig digital signalling for ground telephone applications (By:12/2008 / Active) Migration to ATS Qsig digital signalling for ground telephone applications has been rescheduled for completion in Training will be conducted as part of the process of implementing changes. Implementation progress is according to plan. Late 06/2014 ASP (By: ) Same as the overall comment. Late 06/2014 MIL (By: ) Same as for LVNL. Late 06/2014 COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) (By:12/2011 / Active) Partially Completed X.25 networks are being phased out successfully. All national networks have already migrated to IPv4. Phasing out X.25 completely and migrating to IPv6 depends on an international planning that must be agreed. The FINE task force postponed the implementation date for FABEC members to 12/2014. REG (By: ) ASP (By: ) MIL (By: ) All ANSPs have been notified of the mandate to migrate to IPv6. The FINE task force postponed the implementation date for FABEC members to 12/2014. The EC and Agency will be informed of the ANSPs international planning in early X.25 networks are being phased out successfully. All national networks have already migrated to IPv4. Phasing out X.25 completely and migrating to IPv6 depends on an international planning that must be agreed. MIL uses the civil networks and is dependent on the developments at LVNL and MUAC. Thus the progress status is the same as the civil ASP status. The FINE task force postponed the implementation date for FABEC members to 12/2014. Partially Completed Partially Completed Partially Completed 12/ / / /2014 COM10 Migrate from AFTN to AMHS (By:12/2014 / Active) Partially Completed LVNL has implemented AMHS capability. Implementation of capability enhancement is planned. MIL AMHS capability is limited to the EAD Briefing Facility. Full migration to AMHS is planned with the introduction of a new ATC system in /2013 ASP (By: ) AMHS capability has been implemented with the Amadeus system. The migration to AMHS connections with adjacent centres is progressing as planned. Enhancement of AMHS capability is planned. Partially Completed 12/2013 MIL (By: ) AMHS capability is limited to the EAD Briefing Facility. Full migration to AMHS is Planned planned with the introduction of a new ATC system in /2013 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM (By:12/2020 / Active) Planned As part of the civil military co operation, this objective will be a joint development of RNLAF and LVNL. 12/2020 REG (By: ) No notification was received yet. Missing Data ASP (By: ) As part of the civil military co operation, this objective will be a joint development of RNLAF and LVNL. An inventory of the scope of this objective is being made. Planned 12/2020 MIL (By: ) As part of the civil military co operation, this objective will be a joint Planned development of LVNL and RNLAF. 12/2020 LSSIP ear 2011 The Netherlands Part II - Chapter 11-1 Released Issue

51 IT-AGDL Initial ATC air-ground data link services above FL-285 (By: / Active) Not Applicable The Netherlands will provide initial ATC air ground data link services above FL285 through Maastricht UAC. Details and progress of implementation of this objective are presented in the Maastricht UAC LSSIP. This objective is not applicable in the context of the NL LSSIP as only airspace below FL195 is being covered. REG (By: ) N/A for the purpose of this LSSIP, as only airspace below FL195 is being covered in the NL LSSIP. However, there are some general duties of IVW (CAA NL) in the context of this objective that go beyond the supervisory tasks in relation to LVNL. Hence, the information reported in this section should be correlated with the duties of IVW(CAA NL) in regard of the airspace serviced by Maastricht UAC (see MUAC LSSIP). Planned 02/2015 ASP (By: ) N/A, as only airspace below FL195 is being covered in the NL LSSIP. See also the Not Applicable LSSIP of Maastricht UAC. MIL (By:-) N/A, as only airspace below FL195 is being covered in the NL LSSIP. Not Applicable IT-AGVCS Air-Ground voice channel spacing above FL-195 (By: / Active) Completed This objective is followed mainly by Maastricht UAC (see MUAC LSSIP for more details on this objective), as LVNL provides ANS only below FL195. First phase conversions for the airspace above FL245 have been completed. In the lower levels between FL 245 and FL 195, no conversions are possible due to the specific airspace structure. 12/2008 REG (By: ) Regulation (EC) No 1265/2007 on air ground voice channel separation directly applies in NL. And so does Regulation (EC) No 1315/2007 on safety oversight in ATM, as regards safety assessments before any safety significant changes are made to systems. All REG SLoAs are completed by NL. Completed 12/2007 ASP (By: ) This objective is followed mainly by Maastricht UAC as LVNL provides ANS only below FL195. First phase conversions for the airspace above FL245 have been completed. In the lower levels between FL 245 and FL 195, no conversions are possible due to the specific airspace structure. Not Applicable 12/2008 MIL (By: ) All State Aircraft with VHF radio equipment have 8.33 KHz channel spacing Completed capability. 12/2008 IT-FMTP Apply a common flight message transfer protocol (FMTP) (By: / Active) Partially Completed The FMTP has been integrated in the civil ATM system since May 2009.Before mid 2013 all connections will be put into service according to an international plan. From a regulatory perspective, the relevant (EC) SES regulations, complemented by the Community specification for FMTP, apply directly and mandatorily in the Netherlands. 12/2014 REG (By: ) ASP (By: ) From a regulatory perspective, the relevant (EC) SES regulations, complemented by the Community specification for FMTP, apply directly and is mandatory in the Netherlands. IVW (CAA NL) will further consider the specific REG SLoAs as part of the introduction of changes by the ANSP. The FMTP has been integrated in the civil ATM system since May Before mid 2013 all connections will be put into service according to an international plan. Partially Completed 12/2012 Partially Completed 12/2014 MIL (By: ) Implementation of FMTP by MIL is planned and foreseen to be achieved pending Partially Completed an international implementing schedule. 12/2014 LSSIP ear 2011 The Netherlands Part II - Chapter 11-2 Released Issue

52 11.2 Navigation NAV03 Implementation of P-RNAV (By:12/2010 / Active) Completed LVNL follows the EUROCONTROL program and P RNAV routes have been implemented. The required physical infrastructure has been implemented end MIL has implemented RNAV usage. 12/2010 REG (By: ) Accreditation of database suppliers is now an EASA responsibility. Completed 12/2008 ASP (By: ) LVNL follows the EUROCONTROL P RNAV programme and TMA P RNAV routes have been implemented. The required physical infrastructure has been implemented since 2005 as result of a Demeter based study. LVNLs ATS systems have been adapted to make available RNAV equipage information on the onrequest line. RNAV Procedures are being regularly published in AIP NL. Training of ATCOs is planned and provided on a regular basis as part of the process of introducing changes to the ATM system. Completed 12/2008 MIL (By: ) MIL have been implementing RNAV usage since 1999 and is following NATO in regard to Navigation Policy; the transport fleet is following civil standards in relation to P RNAV. Completed 01/2010 NAV10 Implement APV procedures (By:12/2016 / Active) Partially Completed In 2010 the national PBN Roadmap has been approved. The implementation of APV is part of the PBN Roadmap. An implementation project for APV/Baro has started in The design of procedures for EHAM has started. The first approach at EHGG is expected early A national safety case will be developed. MIL will not develop APV procedures for their airfields. 12/2016 REG (By: ) ASP (By: ) EASA was reviewed in 2011 and policy decision was made to mandate RNAV 1 24/7 for all IFR flights to and from EHAM. Regulatory material will be published in Q Work on the implementation project for APV/Baro continued in 2011, in line with the national PBN Roadmap. Procedures will be implemented for EHAM, EHRD, EHGG and EHBK. Realisation will be done in increments to get used to APV/Baro and to make use of growing insight. Late 04/2012 Partially Completed 12/2015 MIL (By: ) No APV/Baro procedures will be developed for the military airfields. Not Applicable LSSIP ear 2011 The Netherlands Part II - Chapter 11-3 Released Issue

53 11.3 Surveillance SUR02 Implement Mode S elementary surveillance (By:03/2007 / Active) Completed The Netherlands is part of the Mode S applicable area. The RNLAF implemented 5 terminal Mode S radars in Information will be shared with LVNL. LVNL has adopted a phased implementation of the ATS system adaptations for Mode S elementary surveillance. Coordination was reported on specific technical implementation issues by the service providers LVNL, MUAC and RLNAF. The AICs were issued as required. Phase 1 dealt with the capability to show Mode S Flight Id to controllers. Phases 2 and 3 dealt with the full Mode S elementary surveillance functionality, and have been completed in The final step, the implementation of the Mode S flag in the flight plan data by CFMU, marked the completion of Mode S Elementary Surveillance implementation. Two Commission (EC) implementing rules are laying down a common regulatory framework: the IR on Mode S interrogator code allocation (in force) and the soon to be IR on surveillance performance and interoperability requirements. 12/2009 REG (By: ) AICs were issued by NL CAA as required. The regulatory framework is currently being finalised at EC level. Two Commission (EC) implementing rules are expected to create a common regulatory framework: the IR on Mode S interrogator code allocation (in force) and the forthcoming IR on surveillance performance and interoperability requirements. The relevant national regulation is: de Regeling navigatie en telcommunicatie installaties ref. 15 juli 2008/ Nr. CEND/ HDJZ 2008/886/sector LUVHoofddirectie Juridische Zaken. Completed 12/2009 ASP (By: ) The LVNL Mode S Elementary Surveillance project was developed in 3 phases. Phase 1 dealt with the capability to show Mode S Flight Id to controllers. Phases 2 and 3 dealt with the full Mode S elementary surveillance functionality, and have been completed in The final step, the implementation of the Mode S flag in the flight plan data by CFMU, marked the completion of Mode S Elementary Surveillance implementation. Completed 12/2009 MIL (By: ) 5 Mode S radars were installed (Terminal Approach Radar) and their information is shared with LVNL. All Mode S requirements are being implemented in the PHAROS software and Approach Systems. The regulation of Mode S ELS implementation has been addressed as a combined action with the civil regulator. Completed 12/2009 SUR04 Implement Mode S enhanced surveillance (By:03/2007 / Active) (Outside Applicability Area) Not Applicable The Netherlands participates in the Mode S enhanced surveillance programme through Maastricht UAC. Details and progress of implementation of Mode S EHS are presented in the Maastricht UAC LSSIP. While reported as "Completed" in the context of MUAC, this objective is not applicable in the context of this LSSIP as only airspace below FL195 is being covered. REG (By: ) See the LSSIP of Maastricht UAC all REG actions are completed. Not Applicable ASP (By: ) Not applicable to LVNL. Not Applicable MIL (By: ) The regulation of Mode S implementation has been addressed as a combined Not Applicable action with the civil regulator. LSSIP ear 2011 The Netherlands Part II - Chapter 11-4 Released Issue

54 SUR05 Improve ground-based surveillance using ADS-B in Non Radar Airspace (NRA) (By:12/2011 / Active) Surveillance based on ADS B in combination with multilateration is being implemented by LVNL in the North Sea area. The necessary infrastructure has been installed; testing and tuning is in progress. Air traffic controllers have been trained in the use of ADS B data. NSA review comments are included in an update of the safety case. Partially Completed 12/2012 REG (By: ) ADS B in NRA is notified as a change to the functional system to the NSA. The Partially Completed updated safety case will be reviewed in /2012 ASP (By: ) LVNL is implementing surveillance based on ADS B in combination with multilateration to improve surveillance of helicopter operations in the North Sea area. New systems have been installed and Testing and tuning is in progress. Controllers have been trained to use ADS B data. The safety case is updated and will be presented the NSA Q Partially Completed 12/2012 MIL (By: ) Objective N/A for MIL in NL. Not Applicable LSSIP ear 2011 The Netherlands Part II - Chapter 11-5 Released Issue

55 Chapter 12 - Airport ATS AOP03 Improve runway safety by preventing runway incursions (By:12/2013 / Active) Partially Completed NL will continue to monitor the implementation of the updated recommendations. For AAS, the list of the recommendations of EAPPRI v1.2 which are implemented was prepared by AAS and LVNL. LVNL, together with the other stakeholders concerned, participates in the Schiphol RST focusing on Runway Incursion Prevention. In 2012, EAPPRI v2.0 will be promoted and its implementation assessed during oversight activities. MIL Authority is also reviewing the recommendations (which have partially been implemented already). 12/2013 REG (By: ) In 2012 EAPPRI V.2.0 will be promoted and its implementation assessed. During 2011 no actions related to EAPPRI v2.0 are executed due its late release and internal organizational changes of responsibilities. The assessment of the implementation thereof is postponed to In 2012 ILT will monitor the progress of the gap analysis performed by the stakeholders during its oversight activities. Partially Completed 12/2012 ASP (By: ) Both LVNL and AAS have in place effective safety management systems in accordance with the ICAO provisions. Additionally, LVNL SMS is covered by the SES certification of LVNL in accordance with the common requirements. AAS has the AVMS, Airside Veiligheids Management System in place and is yearly audited by IVW. The ASP SLoAs are reportedly completed since LCIP Completed 12/2006 MIL (By: ) All airport infrastructure, practices and procedures are in accordance with STANAG, which are to a large extent aligned with the relevant ICAO provisions. Recommendations are being further assessed and already partially implemented. NL MAA is in the process of establishing Military Aviation Requirements which also address the issue of SMS for aerodrome operations and that of what more safety recommendations are to be implemented. Partially Completed 12/2013 APO (By: ) The reported information mainly concerns Amsterdam Airport Schiphol. In accordance with EAPPRI recommendations , an RST is established. All Parties concerned (Airport, ANSP, handling agents) participate. Awareness campaigns are initiated regularly on subjects that may vary, as RST decides. Infrastructure, practices and procedures relating to runway operations are in compliance with the ICAO provisions. Completed 12/ Airport Amsterdam Schiphol AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2011 / Active) EHAM - Amsterdam Not Applicable The NL does not formally participate in this ESSIP objective and has implemented different ACE methods and practices than recommended in the Eurocontrol ACE guidelines and implementation manual. The NL methods and processes date from earlier times than the EUROCONTROL ACE guidelines and implementation manual. In this respect, NLs SOCS can be seen as a forerunner of ACE implementation. ASP (By: ) See overall comment. Not Applicable APO (By: ) See overall comment. Not Applicable LSSIP ear 2011 The Netherlands Part II - Chapter 12-1 Released Issue

56 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level1 (By:12/2010 / Active) EHAM - Amsterdam Completed At Amsterdam Airport Schiphol, this Objective has been implemented under the responsibility of LVNL and not of AAS. A SMGCS at Amsterdam Airport Schiphol is operational. Ground labels are used for both aircraft and ground vehicles. All vehicles which are allowed within the manoeuvring area are equipped with transponders. A slight increase of ground capacity during low visibility conditions has been recorded. The next step is to further increase both runway and manoeuvring surface capacity and to take full advantage of the availability of ground labels. Simultaneous use of two landing runways during LVC should take place within the next years. While primary ground surveillance does not have full coverage, it appears that the recently improved coverage and reliability of the Multilateration information no longer make full primary ground surveillance necessary. Further introduction of safety significant changes to A SMGCS are now subject to verification of compliance and acceptance by IVW (CAA NL) in accordance with (EC) Regulation No 1315/2007. REG (By: ) At the time when A SMGCS became operational at Schiphol before Nov 2007 (EC Regulation No 1315/2007 on safety oversight in ATM) there was no legislation in force requiring for the approval of safety significant changes to ATC systems by IVW (CAA NL). Further introduction of safety significant changes to A SMGCS are now subject to compliance with this regulation (review and acceptance by CAA NL of the safety arguments). Completed 12/ /2009 ASP (By: ) Same as in the overall comment. Completed 12/2008 MIL (By: ) The objective is deemed as Not Applicable for Military ATC in the Netherlands. Not Applicable APO (By: ) At Amsterdam Airport Schiphol, this Objective has been implemented under the responsibility of LVNL and not that of AAS. AAS has completed its participation in the local actions, where the case. Completed 12/2008 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level 2 (By:12/2013 / Active) EHAM - Amsterdam Completed RIASS (Runway Incursion and Alerting System Schiphol) has been implemented for Schiphol airport and is fully operational. RIASS was stepwise taken into operation from 2008 to At first the system was only used for a limited number of runways during reduced visibility. In phases the operational use has been extended to all runways and full time. REG (By: ) Putting into service of new systems and of safety significant changes to existing systems is subject to a review and acceptance by IVW (CAA NL) of the safety arguments, in accordance with (EC) Regulation 1315/2007. RIASS has been accepted by IVW (CAA NL) in Completed 12/ /2010 ASP (By: ) See general comment. Personnel has been trained in the use of the systems as Completed part of the process of implementing changes. 12/2010 APO (By: ) A multi lateration system supporting the use of the labels in relation with the ground surveillance equipment by Tower control is operational at Schiphol airport. The implementation of a Runway Incursion Alerting System at Schiphol airport has been completed. Completed 12/2009 LSSIP ear 2011 The Netherlands Part II - Chapter 12-2 Released Issue

57 AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2013 / Active) Partially Completed EHAM - Amsterdam LVNL and Schiphol Airport participate together with Dutch Airlines in a CDM Platform, which uses the Eurocontrol CDM manual as input for its activities. Both AAS and LVNL are reviewing performance on a regular basis. Schiphol Airline Operators Committee has endorsed CDM, all local handlers are bound by local regulations to participate. As of November , CDM part 1 is live: information sharing between all CDM partners on inbound flights. Turn around and outbound will follow in MIL has no plans for this objective and deems it "Not Applicable" for military ATC. 12/2012 ASP (By: ) LVNL participates together with Schiphol Airport and Dutch Airlines in a CDM Platform. This platform uses the Eurocontrol CDM manual as input for its activities. LVNL is a member of the Eurocontrol CDM Taskforce. Implementation has started in Partially Completed 12/2012 MIL (By: ) APO (By: ) MIL has no plans for this objective and deems it "Not Applicable" for military Not Applicable ATC. LVNL and Amsterdam Airport Schiphol work together on a number of CDM Partially Completed activities. Implementation has started in /2012 AOP08 Implement Airport Airside Capacity Planning Method (By:12/2011 / Active) Completed EHAM - Amsterdam Even though the NL did not participate in the development of Eurocontrol deliverables for this objective, LVNL has, in close cooperation with some major operators and the airport, a capacity forecast planning system of its own, called Performance Standard and which is updated every six months. Capacity studies for 2012 and 2020 form the performance drivers for strategic plans. The Eurocontrol Method, as such, will not be used, while the objective is nonetheless achieved. AAS has established the Schiphol Airport Capacity Plan, which includes all projects and initiatives with an impact on capacity (airport wide, including Baggage handling, landside etc.) within a 5 year scope. This plan is updated yearly. The Military Authority is not concerned and has no plans with respect to this objective. Both LVNL and AAS deem their respective SLoAs as Completed. 12/2008 ASP (By: ) LVNL has established, in close cooperation with some major operators and airports, a capacity forecast planning system of its own, called Performance Standard; this system is updated every six months. Capacity studies for 2012 and 2020 form the performance drivers for strategic plans. Completed 12/2008 MIL (By: ) The Military Authority is not concerned and has no plans with respect to this Not Applicable objective. APO (By: ) Same as the ASP/ State comment. Completed 12/2008 AOP09 Implement Optimised Dependent Parallel Operations (By:12/2015 / Active) Planned EHAM - Amsterdam (Outside Applicability Area) At Schiphol the parallel and converging runway operations have been optimised intensively for years. The supporting material will be reviewed in search for new, possible optimisations. 12/2013 REG (By: ) See Airport Comment. No notifications were received yet. Missing Data ASP (By: ) See Airport Comment. Planned 12/2013 LSSIP ear 2011 The Netherlands Part II - Chapter 12-3 Released Issue

58 Chapter 13 - Environment 13.1 Airport Amsterdam Schiphol ENV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements (By:12/2013 / Active) EHAM - Amsterdam Route and runway use is part of Dutch legislation. Adaptations are under consideration including different types of CDA. LVNL has implemented CDAs for low density hours at Schiphol Airport. Whenever LVNL introduces new procedures, a training program is part of the introduction program. Several steps to further implementation of CDAs will follow in the context of future environmental beneficial measures. ASP (By: ) Route and runway use is part of Dutch legislation. Adaptations are under consideration including different types of CDAs. LVNL has implemented CDAs for low density hours. LVNL is in charge of the APO SLoAs. Due to intense communication with the community around Schiphol via CROS and the Alders Table, the use of CDAs will be substantially expanded in time and in flight profiles. Partially Completed Partially Completed 12/ /2013 APO (By: ) Same as for LVNL. Partially Completed 12/2013 ENV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2013 / Active) EHAM - Amsterdam LVNL and Amsterdam Airport Schiphol participate in several Collaborative Environmental Management platforms, e.g. CROS (the Schiphol Regional Consultation Committee). CROS comprises responsible representatives of the aviation sector, local government and representatives of community groups. The Committee takes into discussion various aspects related to the operations at Schiphol Airport so as to accommodate the interests of all stakeholders concerned. Performance information is reported to the regulator. Completed 12/2008 ASP (By: ) Same as the overall comment. Completed 12/2008 MIL (By: ) Internal process within the Air Staff. Completed 12/2008 APO (By: ) Same as the overall comment. Completed 12/2008 LSSIP ear 2011 The Netherlands Part II - Chapter 13-1 Released Issue

59 LSSIP ear 2011 PART III - IMPLEMENTATION OF SES LEGISLATION LSSIP ear 2011 The Netherlands Released Issue

60

61

62 Chapter 14 - Single European Sky Annual Report 14.1 NSA NSA Establishment & Responsibilities One NSA has been established and/or nominated in the Netherlands, as follows: [Reg. (EC) 549/2004] Name of the NSA: (Part of) the Transport and Water Management Inspectorate (IVW, Inspectie Verkeer en Waterstaat ) within the Ministry of Infrastructure and the Environment (MoI&M) ( Legal Basis: The Aviation Act (article 11.1(2)), last amended in Sept 2007 (State Journal 2007, 405) and the Ministerial Decree (article 1a(3)) concerning the appointment of supervisors aviation ( Besluit aanwijzing toezichthouders luchtvaart ), last amended October 2010 ( State Journal 2010, nr ) : IVW is the nominated NSA. Separation from ANSP: Relationship with State Civil Aviation Regulator (CAA/DGCA): Areas of Responsibility [Reg. (EC) 550/2004, Art. 2(1)] Other Areas of Responsibility ATCO Licensing [Reg. (EU) No 805/2011f] Engineering & Tech. Staff [Reg. (EC) 2096/2005, Art. 8] Access ANSPs accounts [Reg. (EC) 2096/2005, Annex I] There is an organisational separation of IVW from LVNL and MUAC and a functional separation from KNMI (certified MET services provider, part of the Ministry).. (Part of) IVW is nominated NSA. The Directorate- General for Civil Aviation and Maritime Affairs (DGLM) is State Civil Aviation Regulator. Both IVW and DGLM (, are departments within MoI&M (Ministry of Infrastructure and the Environment - Ministerie van Infrastructuur en Milieu ) and are functionally separated l within the ministry. In acting as NSA, IVW uses economic expertise from DGLM. CIV MIL Additional Information ATS N CNS N AIS N AFIS N MET N On the military side, MAA is the responsible entity equivalent to the civil NSA (the Directorate Military Aviation Authority - Militaire Luchtvaart Autoriteit, within the Ministry of Defence). MAA is in the process of implementing Military Aviation Requirements, which will also address, inter-alia, the subject of the SES regulations and ESARRs. MAA and the NSA are investigating further co-operation and possible fields of integration. As part of developing the Airspace and Flow Management Unit (AFMU) framework, a shared civil/ military action plan for oversight is currently under development. CIV MIL Additional Information Notified to EC/EASA N MAA is in the process of implementing Military Aviation Requirements, which will also address, inter-alia, the subject of ATCO Licensing. Based on foreseen recognition by the NSA this will cover an equivalent level of safety N Applies for all certified ANSPs including MUAC. Responsibility for the military Engineering & Tech. Staff is with MAA. N N Under the Accounts Act, the General Account Office ( Rekenkamer ) is the designated governmental Authority having full access to each of the accounts of the service providers. In acting as an NSA, IVW uses economic expertise from DGLM. y. N/A for the Military N Date of correspondence 10/04/2007 (DGTL Opt Out Mil ANSP, DGTL ) N idem LSSIP ear 2011 Netherlands Part III - Chapter 14-2 Released Issue

63 Interoperability [Reg. (EC) 552/2004] N Applies for the civil ANSPs including MUAC. Responsibility for the Military systems Interoperability is with MAA. idem Performance [Reg. (EU) 691/2010, Art. 4(3)] N The Netherlands Performance Plan as part of the FABEC Performance Plan applies for the civil ANSP s N/A for the Military Letter to EC 28/06/ addendum 7/11/201 1 Changes since previous AR: No changes The table below shows the list of Qualified Entities in the Netherlands: Name: Period of validity of the recognition [Reg. (EC) 550/2004, Annex I] From: To: Det Norske Veritas Certification B.V. Rotterdam (DNV) 13 th May th May 2014 Has any NSA delegated any inspections & surveys to Qualified Entities (QEs) during this reporting period? If es, indicate below the tasks delegated: [Reg. (EC) 550/2004; Art.3 ] N No inspections or surveys have been delegated to DNV during If a QE was delegated to carry out safety regulatory audits, the NSA: [Reg. (EC) 1315/2007, Art.10.1] [Reg. (EC) 1315/2007, Art.10.1] Has applied the additional criteria as per Art. 10.1? [Reg. (EC) 1315/2007, Art.10.3] Maintains record of the appointments? The delegated tasks to DNV are within the scope of: Reg. (EC) 2096/2005 Annex I, article 3.2 Quality Management System and 3.3 Operational manuals; Reg. (EC) 2096/2005 Annex II, article External Services; Reg. (EC) 2096/2005 Annex III, article 1 Technical and operational competence and capability; Reg. (EC) 2096/2005 Annex V, article 1 regularly maintained and calibrated equipment NSA Resources [Reg. (EC) 549/2004, Art. 4; Reg. (EC) 550/2004, Art. 2; Reg. (EC) 1315/2007, Art. 9 &11; Reg. (EU) No 805/2011f, Chapter V; Reg. (EC) 2096/2005, Art. 8 & Annex II, Part 3(3); Reg. (EU) 691/2010, Art. 4] The table below indicates the number of FTE (Full-time equivalent personnel) used by the NSA(s) to fulfil its tasks in 2011 (NSA s own personnel + seconded or subcontracted personnel from other organisations excluding Qualified Entities). If convenient, the figures for seconded/ subcontracted personnel can be indicated in man/days or man/months (if different from FTE, specify the measurement unit). Name of the NSA: Transport and Water Management Inspectorate (IVW (CAA-NL), Inspectie Verkeer en Waterstaat ), NSA Tasks with respect to: NSA Headquarters Seconded or Subcontracted Regional Offices (if applicable) Certification and Ongoing Compliance: ATCO licensing, ratings and rating endorsements & Certification of training provider(s) and material: See Safety Oversight in ATM 0.75 <#> <#> Supervision of engineering and technical personnel: 0.25 Safety Oversight in ATM: 4 Interoperability: 0.25 Performance: 0 <#> <#> Administrative staff (management + support): 1 Others: 1 Total: 7.25 <#> <#> LSSIP ear 2011 Netherlands Part III - Chapter 14-3 Released Issue

64 Number of qualified safety auditors/inspectors (as per the requirements of the safety oversight Regulation): [Reg. (EC) 1315/2007, Art. 11(3)(c)] Has the NSA established specific qualification criteria for safety auditors/inspectors? If es, provide brief information on the specific qualification criteria for safety auditors/ inspectors (education, training, experience, etc.) and the relevant references [Reg. (EC) 1315/2007, Art. 11(3)(c)] The qualification criteria addressing the education, competence and experience of the safety auditors/inspectors are documented in the relevant audit and inspection procedures of IVW (CAA-NL) for the purpose of the certification and verification of on-going compliance processes. Such criteria also apply for MUAC - The 4-States NSA Manual contains subjects as Basic Audit Training and Qualification, Lead Auditor Training and Qualification and, if applicable, Audit Log with an overview of e.g. audit experience, role, recurrent audit training and qualification. 11 Has the NSA conducted an assessment of its human resources with regards to: - Safety oversight [Reg. (EC) 1315/2007, Art. 11(2)] - Other NSA tasks [Reg. (EC) 549/2004, Art. 4(4)] During audit planning for the next year relevant staff is assigned for safety oversight and or other NSA tasks addressing qualification criteria such as availability, education, competence and experience. The audit planning is established in the last quarter 2011 for oversight during The manpower planning for the NSA for 2012 is: 4.lead auditors,10 auditors and 9 experts. If es, please specify measures/plans by the State to ensure that the NSA has the necessary capability required for the oversight of all organisations operating under their supervision? [Reg. (EC) 549/2004, Art. 4(4); Reg. (EC) 1315/2007, Art. 11(2)] For the longer term a business plan for the NSA is made up to plan for safety oversight and other tasks, such as implementation of new implementing rules. <Specify: a) For the period a number of 2 additional FTE are required; b) No recruitment plan has been made yet because a reorganisation of the IVW (CAA-NL) that will start in 2012; Additional information: As the NSA is part of the Transport and Water Management Inspectorate, within MoI&M (IVW, Inspectie Verkeer en Waterstaat ) the NSA is also subject to organisational changes within the Transport and Water Management Inspectorate. While staffing of the Transport and Water Management Inspectorate is expected to decrease over the coming years, the number of NSA staff is expected to increase. The rational behind that increase is the enforcing of SES II (Including EC691/2010) ANSP Certification, Designation & Cross-Border ATS Provision Certification [Reg. (EC) 550/2004, Art. 7; Reg. (EC) 2096/2005, Art. 3 & 4)] All ANSPs certified by the State s NSAs as reported in the previous reporting period are listed at the following address: No change to report since the previous reporting period. Additional Information Designation [Reg. (EC) 550/2004, Art. 8 & 9] The status of designation of ATS and MET Providers by the Netherlands, including providers certified in another State, can be accessed at the following address: No change to report since the previous reporting period. Additional Information LSSIP ear 2011 Netherlands Part III - Chapter 14-4 Released Issue

65 Arrangements for Cross-Border provision of Air Traffic Services The following tables present the cross-border provision of Air Traffic Services involving the Netherlands: In airspace falling under the responsibility of the Netherlands: CAR/CAB # NLBE CAR/CAB # # 47a AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Amsterdam UTA southern part Netherlands Belgocontrol Belgium Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-BE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL (ANSP designated in NL) Amsterdam ACC and Belgocontrol Brussels ACC, dated 28 Aug 2008 Notification to the NSAs concerned NSA arrangements between NL-BE is being developed within the FABEC frame. Approval by the States concerned The Approval by NL is as per Article 2 of Ministerial Decree for ATS provision by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005) Changes since, corrections to, the previous N Annual Report: N CAR/CAB # NLBE CAR/CAB # # 47b AB where ATS is provided cross-border Maastricht TMA-1 and TMA-2 excluding ROMIN area, Worms North and Worms South Area between FL 095 and FL 195 Airspace under the responsibility of Netherlands ATS Provider Belgocontrol ATS Provider certified/based in Belgium Arrangement between the NSAs concerned for the supervision of the ATS Provider N NSA arrangement between NL-BE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL ATS Beek and Belgocontrol Brussels ACC, dated 12 May Notification to the NSAs concerned NSA arrangement between NL-BE is being developed within the FABEC frame. Approval by the States concerned The Approval by NL is as per Article 5 of Ministerial Decree for ATS provision by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005) Changes since, corrections to, the previous N Annual Report: CAR/CAB # NLBE CAR/CAB # # 47c AB where ATS is provided cross-border SASKI A (FL55 FL245) Airspace under the responsibility of Netherlands ATS Provider Belgocontrol ATS Provider certified/based in Belgium LSSIP ear 2011 Netherlands Part III - Chapter 14-5 Released Issue

66 Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-BE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL (Amsterdam ACC) and Belgocontrol Brussels ACC, dated 28 Aug 2008 Notification to the NSAs concerned NSA arrangement between NL-BE is being developed within the FABEC frame. Approval by the States concerned The Approval by NL is as per Article 15 of Ministerial Decree for ATS provision by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005) Changes since, corrections to, the previous N Annual Report: N CAR/CAB # NLBE CAR/CAB # # 47d AB where ATS is provided cross-border L179 Area between FL 095 and FL 195 Airspace under the responsibility of ATS Provider ATS Provider certified/based in Netherlands Belgocontrol Belgium Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-BE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between Mil ATCC Nieuw Milligen to Brussels ACC and Approach, dated 8 May 2008 Notification to the NSAs concerned NSA arrangement between NL-BE is being developed within the FABEC frame. Approval by the States concerned The Approval by NL is as per Article 18 of Ministerial Decree for ATS provision by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005.) Changes since, corrections to, the previous N Annual Report: N CAR/CAB # NLBE CAR/CAB # # NEW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Zeeland area (3500ft AMSL - FL555) Netherlands Belgocontrol Belgium Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-BE is being developed within the FABEC frame Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned Notification to the NSAs concerned LoA FABEC frame LOA MilATCC Nieuw Milligen / Brussels ACC 8 MA 2008 Approval by the States concerned Through LoA. Approval foreseen under FABEC Agreement N LSSIP ear 2011 Netherlands Part III - Chapter 14-6 Released Issue

67 Changes since, corrections to, the previous Annual Report:. Report in 2010 was overlooked. CAR/CAB # NLBE CAR/CAB # # 48 AB where ATS is provided cross-border Amsterdam UTA Southern part; Nieuw Milligen TMA D in Amsterdam UTA; Kleine Brogel Coordination Area; Kleine Brogel CTR Airspace under the responsibility of Netherlands ATS Provider Belgian Defence ATS Provider certified/based in Belgium Arrangement between the NSAs concerned for the supervision of the ATS Provider N NSA arrangement between NL-BE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between AOCS Nieuw-Milligen and Belgian Defence, ATC RP Semmerzake d.d Notification to the NSAs concerned Thorough existing Mil. Loa s. Approval by the States concerned Approval by NL as per Articles 3, 4, 6 and 7 respectively, of Ministerial Decree for ATS provision by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005). Changes since, corrections to, the previous Annual Report: Correction of discrepancies and incoherence s LSSIP ear 2011 Netherlands Part III - Chapter 14-7 Released Issue

68 CAR/CAB # NLDE CAR/CAB # # 49a AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Niederrhein CTR, ROMİN Area, WORMS North Area, WORMS South Area Netherlands DFS Germany Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-DE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL Beek ATS and DFS Langen ACC, dated 14 February 2008 Notification to the NSAs concerned NSA arrangement between NL-DE is being developed within the FABEC frame. Approval by the States concerned Treaty Niederrhein dated 29 April 2003, Trb. Nr. 85, Approval by NL as per Article 19 of Ministerial Decree for ATS by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005) Changes since, corrections to, the previous Annual Report: < N N CAR/CAB # NLDE CAR/CAB # # 49b AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in L179 airway area between DİBİR and ROMİN Netherlands DFS Germany Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-DE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL (Beek ATS) and DFS (Langen ACC), dated 14 February 2008 Notification to the NSAs concerned NSA arrangement between NL-DE is being developed within the FABEC frame. Approval by the States concerned Approval by NL as per Article 19 orf Ministerial Decree for ATS by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005) Changes since, corrections to, the previous Annual Report: < > N N LSSIP ear 2011 Netherlands Part III - Chapter 14-8 Released Issue

69 CAR/CAB # NLDK CAR/CAB # # 50 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in GREFI Area Netherlands Naviair Denmark Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA s of NL and DK have agreed on content of an agreement. Draft agreement has been sent to Danish NSA for signing. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned Delegation of responsibilities for ATS provision between Maastricht UAC (ATSP designated In the NL) and Naviair, ACC Copenhagen, as described in the Letter of Agreement between both centres dated Notification to the NSAs concerned NSA arrangement between NL-DK will be signed in Approval by the States concerned Approval by NL as per Art Aviation Act (Wet luchtvaart) and Art. 12 of Ministerial Decree for ATS provision by foreign providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005). Changes since, corrections to, the previous Annual Report:. Correction of discrepancies and incoherence s N LSSIP ear 2011 Netherlands Part III - Chapter 14-9 Released Issue

70 CAR/CAB # NLUK CAR/CAB # # 51 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in REFSO Areas A and B; SASKİ Areas B and C Netherlands NATS Arrangement between the NSAs concerned for the supervision of the ATS Provider UK Cooperation agreement between the NSAs of the UK (CAA) and NL (IVW) has been signed in October Article 7 of this cooperation agreement prescribes cooperation in safety directive delivery or appropriate enforcement measures delivery. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in the reporting State availing itself of services provided by an ATSP certified by another Member State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned For REFSO A Area and SASKI B Area: Delegation of responsibilities for ATS provision between Maasrtricht UAC (ATSP designated in the NL) and NATS/London ACC, as described in the Letter of Agreement between both centres dated Latest issue 17 Dec Notification to the NSAs concerned Cooperation agreement between the NSAs of the UK (CAA) and NL (IVW) has been signed in October Approval by the States concerned State to State agreement through exchange of letters as mentioned before. Approval by NL as per Art Aviation Act (Wet luchtvaart) and Articles 13, 14, 16 and 17 of Ministerial Decree for ATS provision by foreign providers (Regeling aanwijzinng gebieden voor luchtverkeersdienstverlening door buitenlandse instanties 2005j Changes since, corrections to, the previous. Correction of discrepancies and incoherence s Annual Report: LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

71 ATS provided in the airspace falling under the responsibility of another State by an ATSP certified by the Netherlands: CAR/CAB # BENL CAR/CAB # # 8 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Brussels UİR above FL245 Belgium MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider Agreement on the 4 NSA s Manual for the oversight activities on Maastricht UAC. Legal framework under which the cross-border ATS provision is taking place Case A: Delegation to the reporting State of the responsibility for the provision of ATS [ICAO Annex 11, 2.1] ICAO State-to-State Agreement State Agreement (NL, BE, DE, LU) signed on 25 November Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] Notification to the NSAs concerned Supervision of MUAC is carried out by IVW (CAA-NL) in coordination with the other 3 States NSAs within the frame of the 4_States NSA Committee. Agreement on the 4 NSA s Manual for the oversight activities on Maastricht UAC, dated, 6 October 2011, version 3.0 Designation act MUAC is a NL-based, certified and designated ATSP in the NL Aviation Act, and operates on the basis of the 4 States Agreement relating to the provision and operation of ATS and facilities by EUROCONTROL at MUAC, dated Changes since, corrections to, the previous Annual Report:, information has been updated LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

72 CAR/CAB # DENL CAR/CAB # # 33a AB where ATS is provided cross-border Maaskirchen A Area and VAALS A Area, between 1000 ft GND and FL 095 Airspace under the responsibility of Germany ATS Provider LVNL ATS Provider certified/based in Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangements will be subject to the FABEC project. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL Beek ATS and DFS Langen ACC, dated 14 February 2008; LoA between LVNL Beek ATS and DFS Langen ACC, annex B, dated 5 June Notification to the NSAs concerned NSA arrangement is being developed within the FABEC frame. Approval by the States concerned Approval by NL as per Art Aviation Act (Wet luchtvaart) and Article 2 Ministerial Decree for ATS by LVNL in foreign countries (Regeling belasten LVNL met luchtverkeersdienstverlening) last amended November 2007 (State newspaper 2007, 225) Changes since, corrections to, the previous N Annual Report: N CAR/CAB # DENL CAR/CAB # # 33b AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Maastricht CTR (the German part) Germany LVNL Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-DE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between LVNL and DFS Langen ACC, dated 14 February 2008 Notification to the NSAs concerned NSA arrangement between NL-DE is being developed within the FABEC frame. Approval by the States concerned Approval by NL as per Act 5.23 Aviation Act (Wet luchtvaart) and Art. 3, respectively, of Ministerial Decree for ATS by LVNL in foreign countries (Regeling belasten LVNL met luchtverkeersdienstverlening), last amended November 2007 (State newspaper 2007, 225). Changes since, corrections to, the previous N Annual Report: N CAR/CAB # DENL CAR/CAB # # 33c AB where ATS is provided cross-border 3 ABs: SONEB Area, RKN B Area and NAPSİ Area. Airspace under the responsibility of Germany ATS Provider LVNL ATS Provider certified/based in Netherlands LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

73 Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangement between NL-DE is being developed within the FABEC frame. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between LVNL Beek ATS and DFS Langen ACC, dated 14 February 2008 Notification to the NSAs concerned NSA arrangement between NL-DE is being developed within the FABEC frame. Approval by the States concerned Approval by NL as per Act 5.23 Aviation Act (Wet luchtvaart) and Art. 4c, 4d an 4e, respectively, of Ministerial Decree for ATS by LVNL in foreign countries (Regeling belasten LVNL met luchtverkeersdienstverlening), last amended November 2007 (State newspaper 2007, 225). Changes since, corrections to, the previous N Annual Report: N CAR/CAB # DENL CAR/CAB # # 34 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Hannover UIR above FL245 Germany MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider 4 States Agreement on the 4 NSA s Manual for the oversight activities on Maastricht UAC Legal framework under which the cross-border ATS provision is taking place Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] Notification to the NSAs concerned Through LoA Supervision of MUAC is carried out by IVW (CAA-NL) in coordination with the other 3 States NSAs within the frame of the 4States NSA Committee. Agreement on the 4 NSA s Manual for the oversight activities on Maastricht UAC, dated, 6 October 2011, version 3.0 Designation act MUAC is a NL-based, certified and designated ATSP in the NL Aviation Act, and operates on the basis of the 4 States Agreement relating to the provision and operation of ATS and facilities by EUROCONTROL at MUAC, date Changes since, corrections to, the previous Annual Report:, information has been rectified and updated. CAR/CAB # DENL-05, 06, 07, 08, 09, 10, 11,12 AB where ATS is provided cross-border Airspace under the responsibility of 7 airspace blocks within the Rhein UIR: - KOSIT Area 245/660, - BITBU Area 245/660, - POBIX Area 255/265, - WARBURG Area 245/660, - KEMAD Area 295/660, - KEMAD Area 245/295 - NOMKA Area 245/660, - RISOK Area 245/660. Germany 2010 CAR/CAB # # NEW LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

74 ATS Provider ATS Provider certified/based in MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider Agreement on the 4 NSA s Manual for oversight activities on Maastricht UAC, dated 6 October 2011, version 3.0 Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between Maastricht UAC and DFS Karlsruhe, dated 19 November 2009 Notification to the NSAs concerned N Through LoA Approval by the States concerned N Approval foreseen in FABEC Changes since, corrections to, the previous. Information has been rectified and updated Annual Report: CAR/CAB # New 2010 CAR/CAB # NEW AB where ATS is provided cross-border Schwerin South low (FL ) Airspace under the responsibility of ATS Provider ATS Provider certified/based in Germany MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider Agreement on the 4 NSA s Manual for oversight activities on Maastricht UAC dated 6 October 2011, version 3.0. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between Eurocontrol/Maastricht UAC and DFS/Bremen ACC originally dated November 19 th 2009 Notification to the NSAs concerned Through LoA. Approval by the States concerned Approval foreseen under FABEC Changes since, corrections to, the previous Not reported in 2010 Annual Report: CAR/CAB # New 2010 CAR/CAB # NEW AB where ATS is provided cross-border RISOK low (FL ) Airspace under the responsibility of ATS Provider ATS Provider certified/based in Germany MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider Agreement on the 4 NSA s Manual for oversight activities on Maastricht UAC dated 6 October 2011, version 3.0. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between Eurocontrol/Maastricht UAC and DFS/Bremen ACC originally dated November 19 th 2009 Notification to the NSAs concerned Through LoA. Approval by the States concerned Approval foreseen under FABEC Changes since, corrections to, the previous Not reported in 2010 Annual Report: LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

75 CAR/CAB # New (used to be part of 33c) 2010 CAR/CAB # NEW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in RKN B Area Germany LVNL Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider.NSA arrangement between NL-DE is being developed within FABEC frame Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between DFS Langen ACC and LVNL (Amsterdam ACC) dated November 18 th 2010 Notification to the NSAs concerned Through LoA. Approval by the States concerned Notified to and approved by the States concerned. Further states agreements will be aligned in FABEC frame. Changes since, corrections to, the previous Annual Report: Not reported in 2010 N CAR/CAB # New (used to be part of 33c) 2010 CAR/CAB # NEW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in AMOSU Area Germany LVNL Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider.NSA arrangement between NL-DE is being developed within FABEC frame Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between DFS (Langen ACC) and LVNL (Amsterdam ACC) dated November 18 th 2010 Notification to the NSAs concerned Through LoA. Approval by the States concerned Notified to and approved by the States concerned. Further states agreements will be aligned in FABEC frame. Changes since, corrections to, the previous Annual Report: Not reported in 2010 N CAR/CAB # New (used to be part of 33c) 2010 CAR/CAB # NEW AB where ATS is provided cross-border Kleve Lo (FL 095 FL 145) Airspace under the responsibility of ATS Provider ATS Provider certified/based in Germany LVNL Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider.NSA arrangement between NL-DE is being developed within FABEC frame Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned Notification to the NSAs concerned Through LoA. LoAs between DFS (Langen ACC) and LVNL (Amsterdam ACC) dated November 18 th 2010 N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

76 Approval by the States concerned Notified to and approved by the States concerned. Further states agreements will be aligned in FABEC frame. Changes since, corrections to, the previous Annual Report: Not reported in 2010 CAR/CAB # New (used to be part of 33c) 2010 CAR/CAB # NEW AB where ATS is provided cross-border Kleve Hi (FL ) Airspace under the responsibility of ATS Provider ATS Provider certified/based in Germany LVNL Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider.NSA arrangement between NL-DE is being developed within FABEC frame Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between DFS (Langen ACC) and LVNL (Amsterdam ACC) dated November 18 th 2010 Notification to the NSAs concerned Through LoA. Approval by the States concerned Notified to and approved by the States concerned. Further states agreements will be aligned in FABEC frame. Changes since, corrections to, the previous Annual Report: Not reported in 2010 N CAR/CAB # New (used to be part of 33c) 2010 CAR/CAB # NEW AB where ATS is provided cross-border Kleve Lo (2500ft FL 095) Airspace under the responsibility of ATS Provider ATS Provider certified/based in Germany RNLAF Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider.NSA arrangement between NL-DE is being developed within FABEC frame Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoAs between DFS (Langen ACC) and RNLAF (MilATCC Nieuw Milligen), dated December 1th 2010 Notification to the NSAs concerned Through LoA. Approval by the States concerned Approval foreseen under FABEC Changes since, corrections to, the previous Not reported in 2010 Annual Report: N CAR/CAB # New (used to be part of 33c) 2010 CAR/CAB # NEW AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Twente Germany RNLAF Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider.NSA arrangement between NL-DE is being developed within FABEC frame Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

77 Agreement between the ANSPs concerned LoAs between DFS/MUAC and RNLAF (MilATCC Nieuw Milligen), dated March 11 th 2010 LoA between DFS (Langen ACC) and RLNAF (MilATCC Nieuw Milligen), dated March 11 th 2010 Notification to the NSAs concerned Through LoA. Approval by the States concerned Approval foreseen under FABEC Changes since, corrections to, the previous Not reported in 2010 Annual Report: AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in FRNL CAR/CAB # # 25a Cross Border Working Volumes CBWV1a and CBWV1b France MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangements will be subject to the FABEC project. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between DSNA (Paris ACC, Reims UAC) and Maastricht UAC and between DIRCAM, DSNA and Maastricht UAC with reference to article 10 of Reg. No. 550/2004), dated 07 May 2009 (Paris-MAS), 07 May 2009 (Reims-MAS) and 06 May 2010 (DIRCAM/DSNA/MAS). Notification to the NSAs concerned BE NSA participated to the negotiation with France. On request of FR NSA, DSNA requested to have a reference to Reg. 550/2004, Art 10 in the LoAs between MUAC Reims and MUAC-Paris. The LoA between DIRCAM, DSNA and Maastricht UAC also refers to these areas. N Approval by the States concerned N Foreseen under FABEC Changes since, corrections to, the previous N Annual Report: CAR/CAB # FRNL CAR/CAB # # 25b AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in PINOT and SORAL areas France MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider NSA arrangements will be subject to the FABEC project. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between DSNA (Paris ACC, Reims UAC) and Maastricht UAC and between DIRCAM, DSNA and Maastricht UAC with reference to Article 10 of Reg. No. 550/2004, dated 07 May 2009 (Paris-MAS), 07 May 2009 (Reims-MAS), 06 May 2010 (DIRCAM/DSNA/MAS). N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

78 Notification to the NSAs concerned BE NSA participated to the negotiation with France. On request of FR NSA, DSNA requested to have a reference to Reg. 550/2004, Art 10 in the LoAs between MUAC Reims and MUAC-Paris. The LoA between DIRCAM, DSNA and Maastricht UAC also refers to these areas. Approval by the States concerned N Foreseen under FABEC Changes since, corrections to, the previous N Annual Report: LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

79 CAR/CAB # LUNL CAR/CAB # # 46 AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Luxembourg National Airspace > FL245 Luxembourg MUAC Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider Agreement on the 4 NSA s Manual for the oversight activities on Maastricht UAC. Legal framework under which the cross-border ATS provision is taking place Case B: Designation by another State of an ATS provider based in the reporting State [Reg. (EC) 550/2004, Art. 8(3)] Notification to the NSAs concerned Supervision of MUAC is carried out by IVW (CAA-NL) in coordination with the other 3 States NSAs within the frame of the 4_States NSA Committee. Agreement on the 4 NSA s Manual for the oversight activities on Maastricht UAC, dated, 20 March 2008, so far signed by NL, BE, LU in April The 4 NSA s manual for the oversight activities on Maastricht UAC, dated 11 November 2009, version 2.0. Designation act MUAC is a NL-based, certified and designated ATSP in the NL Aviation Act, and operates on the basis of the 4 States Agreement relating to the provision and operation of ATS and facilities by EUROCONTROL at MUAC, dated Changes since, corrections to, the previous Annual Report:. Text has been rectified. LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

80 CAR/CAB # UKNL CAR/CAB # # 67a AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in North Sea Area V UK LVNL Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider Cooperation agreement between the NSAs of the UK (CAA) and NL (IVW) has been signed in October Article 7 of this cooperation agreement prescribes cooperation in safety directive delivery or appropriate enforcement measures delivery. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL Amsterdam ACC and NATS London AC, dated 17/12/2009 LoA between LVNL Amsterdam ACC and NATS Scottish AC dated 20/11/2008 Notification to the NSAs concerned Cooperation agreement between the NSAs of the UK (CAA) and NL (IVW) has been signed in October Approval by the States concerned Exchange of Letters, dated 11 December 2002 with reference 8AP/66/01/26/02 and dated 13 November 2007, reference VenW/DGTL-2007/9634. Approval by NL as per Articles 4, 4a and 4b of Ministerial Decree for ATS by LVNL in foreign countries (Regeling belasten LVNL met luchtverkeersdienstverlening). Changes since, corrections to, the previous Correction of the information Annual Report: CAR/CAB # UKNL CAR/CAB # # 67b AB where ATS is provided cross-border Airspace under the responsibility of ATS Provider ATS Provider certified/based in Southern North Sea: CTA 2 (GODOS), CTA 3 (MOLIX) UK LVNL Netherlands Arrangement between the NSAs concerned for the supervision of the ATS Provider Cooperation agreement between the NSAs of the UK (CAA) and NL (IVW) has been signed in October Article 7 of this cooperation agreement prescribes cooperation in safety directive delivery or appropriate enforcement measures delivery. Legal framework under which the cross-border ATS provision is taking place Case C: ATSP designated in another State availing itself of services provided by an ATSP certified by the reporting State [Reg. (EC) 550/2004, Art. 10] Agreement between the ANSPs concerned LoA between LVNL Amsterdam ACC and NATS London AC, dated 17/12/2009 LoA between LVNL Amsterdam ACC and NATS Scottish AC dated 20/11/2008 Notification to the NSAs concerned Cooperation agreement between the NSAs of the UK (CAA) and NL (IVW) has been signed in October Approval by the States concerned Exchange of Letters, dated 11 December 2002 with reference 8AP/66/01/26/02 and dated 13 November 2007, reference VenW/DGTL-2007/9634. Approval by NL as per Articles 4, 4a and 4b of Ministerial Decree for ATS by LVNL in foreign countries (Regeling belasten LVNL met luchtverkeersdienstverlening). Changes since, corrections to, the previous. Correction of the information Annual Report: LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

81 14.3 Ongoing Compliance year 2011 [Reg. (EC) 2096/2005; Art. 7] Name of the NSA: (Part of) the Transport and Water Management Inspectorate (IVW, Inspectie Verkeer en Waterstaat ) The NSA has established an annual Inspection Programme, containing also the programme for safety regulatory audits (as per Art. 7 of Regulation (EC) Nº 2096/2005): The annual Inspection Programme: a) covers all providers certified by the NSAs b) is based on an assessment of the risks associated to the different operations constituting the provided services The NSA as part of the CAA-NL(IVW) has a tool for performing a risk analysis but that will be operational at the end of For the moment assessment is based on expert judgement. The NSA consulted all the ANSPs it has certified before establishing the annual Inspection Programme The NSA as part of the CAA-NL(IVW) presents the annual inspection program at the beginning of the year. All ANSP s are invited for the presentation. Before the presentation annual inspections are discussed with ANSP s. Where necessary the NSA consulted other NSAs concerned before establishing the Inspection Programme For MUAC the 4 NSA s Manual Chapter 5 describes an annual verification plan produced by the Common Supervisory Team. All 4 NSA s are involved in the production of the annual verification plan. Which ANSPs were checked for ongoing compliance and for what Common Requirements (Add as many rows as necessary) LVNL MUAC KNMI (EC) Nr. 2096/2005 Annex II, Article 3.2 (ATM CHANGES) (EC) Nr. 805/2011 Article 19; (EC) Nr. 1108/2009, Annex Vb, Article 4(ATC License) (EC) Nr. 2096/2005 Annex I Article 3.3(Ops manuals) Annex II, Article 4(Working methods and operating procedures including (EC) Nr 668 changes to (EC) Nr. 2096/2005 (EC) Nr. 2096/2005 Annex I, Article 3.3; Annex IV, Article 4 (Operations Manual _OPS & ENG) (EC) Nr. 2096/2005 Annex II, Article 3.2(ATM CHANGES) Meteo Consult EC) Nr. 2096/2005Annex I, Article 8.2; Relevant Parts of Annex II (Contingency Measures) (EC) Nr. 2096/2005 Annex I, Article 3.3; Annex III, Article 2 (Working Methods and Operating Procedures) (EC) Nr. 2096/2005Annex I, Article 8.1(Open and transparent provision of services) (EC) Nr. 2096/2005 Annex I, Article 3.3; Annex III, Article 2 (Working Methods and Operating Procedures) In particular with respect to the requirement on Security, has the NSA verified that as per Annex I, Article 4 the security management system of the ANSPs: a) ensures the security of facilities and personnel N b) ensures the security of operational data N c) defines the procedures for risk assessment and mitigation, monitoring, reviews and lesson dissemination N d) defines the means to detect breaches and to send alerts N e) defines the means to contain effects of breaches, to identify corrective actions and mitigation procedures and to prevent re-occurrence N In 2011 no audits have been performed. In the initial certification security has been audited for all ANSP s. LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

82 Has the NSA verified that the ANSPs have ensured the security clearance of its personnel? Has the NSA identified any non-compliances of the ANSPs with the requirement for the implementation and management of a security management system? N N 14.4 Safety Requirements Safety Oversight [Reg. (EC) 1315/2007] The information provided in this section does not cover comprehensively the safety oversight Regulation as some of the requirements are covered by ESSIP Objectives SRC-AUDI, CHNG, OVCA and SLRD, and also by relevant information reported in Part I of the LSSIP document. The information reported in this section is considered complemented through the above mentioned information Processes, procedures and documentation Name of the NSA: (Part of) the Transport and Water Management Inspectorate (IVW, Inspectie Verkeer en Waterstaat ) Has the NSA established a process to verify: [Art. 5(1), 5(2)] Compliance with applicable safety regulatory requirements prior to the issue or renewal of the ANSPs certificates (including compliance with safety-related conditions attached to the certificate) Compliance with any safety-related obligations in the designation act N/A Ongoing compliance of the ANSPs Implementation of safety directives Implementation of safety objectives, safety requirements and other safety-related conditions identified in: - EC declarations of verification of systems - EC declaration of conformity or suitability for use of constituents of systems - Risk assessment and mitigation procedures required by safety regulatory requirements applicable to ANS, ATFM and ASM The safety-related condition in LVNL s designation act (relating to the introduction of a common risk classification scheme at EU level) is not yet applicable. Also, there is no requirement for designation of the ASM and ATFM providers. For these reasons there has been no verification of such compliance. However, within AFMU, ATFM and ASM are addressed as a matter of importance. Integration of ASM and ATFM is supported by one Airspace Flow Management Unit for all airspace users. For 2012 verification on ASM and ATFM is part of the inspection planning. The process established for verification of compliance with safety regulatory requirements: [Art. 5(2)] is based on documented procedures provides the organisation concerned with an indication of the results of the safety oversight activity is based on safety regulatory audits and reviews conducted in accordance with Article 6, 8 and 9 of Regulation (EC) No 1315/2007 provides to the NSA the evidence needed to support further action, including measures foreseen by Article 9 of Reg. (EC) No 549/2004 and by Article 7(7) of Reg. (EC) No 550/2004 in situations where safety regulatory requirements are not being complied with The IVW (CAA-NL) has established procedures for oversight and verification. Procedures are documented in the NSA 4-States Oversight Manual for MUAC. For LVNL similar procedures are followed. Does this established process refer to the specific verification of: ANS ATFM ASM N N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

83 The NSA has a 4 NSA s Manual for the oversight activities on MUAC, version 3, 6 th October 2011, signed by all 4 States, where all following procedures and processes are documented: - annual verification plan, - audit process, - adoption of the audit report, - adoption of the corrective action plan, - review and acceptance of Type I changes, - Type II changes, - interoperability, - enforcement, - issuing safety directives, - monitoring safety performance, - organisation of regular meetings, - document control, - record keeping, - information exchange, - annual report, - audit competencies, Appendix I: Cross Reference List, Appendix II: Notification of Safety Related Changes. Has the NSA accepted the procedures put in place by the organisations concerned 1 for the introduction of safety-related changes to their functional systems? [Art. 8(1)] Has the NSAs established a review procedure of the proposed changes in compliance with all the requirements of Article 9(2)(c)-(i) of Regulation (EC) No 1315/2007? Procedures are documented in the NSA 4-States Oversight Manual for MUAC. For LVNL similar procedures are followed. The safety regulatory audits conducted by the NSA or by the QE as delegated by the NSA: [Art. 6(1), 6(2), 6(5), 7] provide evidence of compliance with applicable safety regulatory requirements and with implementing arrangements by evaluating the need for improvement or corrective action are independent of internal auditing activities undertaken by the organisation concerned as part of its safety or quality management systems apply to complete implementing arrangements or elements thereof, and to processes, products or services lead to the correction of any identified non-conformities in accordance with Article 7 are carried out pursuant to a NSA decision specifying which arrangements, elements, services, products, physical locations and activities are to be audited within specified timeframes Indicate the relevant parts/chapters/pages of the documented procedures that relate to: [Art. 5(1), 5(2)] certification process; On various locations in the 4 NSA s Manual procedure are applicable to certification. on-going oversight process; Procedure on the annual verification plan 15 Procedure of the audit process page 18 safety directive process; Procedure on issuing safety directives page 49 monitoring of safety performance; Procedure on monitoring safety performance page 51 the safety regulatory audits; Procedure of the audit process page 18 1 All ANSPs or ASM or ATFM entities providing services and/or functions within the airspace of the State. LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

84 corrective action process; Procedure on the adoption of the corrective action plan page 27 annual programme of safety regulatory audits, Procedure on the annual verification plan page 15 oversight of changes; Procedure for review and acceptance of Type I changes page 32, Procedure for Type II changes page 40 use of recognised organisations; N/A safety oversight reporting. Procedure on the annual report page Exercise of safety oversight year 2011 Name of the NSA: (Part of) the Transport and Water Management Inspectorate (IVW, Inspectie Verkeer en Waterstaat ) The NSA produced an annual safety oversight report for year 2010 [Art. 4] For MUAC: 4 NSA s Common Supervisory Team early Report 2010 for the oversight activities on Eurocontrol Maastricht UAC, Version V1.0, date 02/02/2011. The NSA exercised safety oversight of: [Art. 3(1)] ANS ATFM ASM 2011 MUAC Audit programme N N During the Heads of NSA meeting of November 2010 the NSA Committee adopted the following audit programme for 2011: MUAC-2010-A2: Software Management System (continued) MUAC-2011-A1: Operations Manual Process MUAC-2011-A2: Type II Changes 2011 LVNL audits 2011A1 External Services 2011A2 Operational Manuals 2011 A3 Safety Survey Please, specify the number of audits performed in the year 2011 regarding: ANS ATFM ASM [Art. 3(1), 6] Please, indicate the average number of total man/hours dedicated to an audit (including the stages of preparation, on-site audit and report writing) [Art. 6] 150hr s Number of notifications of safety-related changes to functional systems received by the NSA? 126 Please specify the number of reviews performed with regards to the following changes: [Art. 9] when severity assessment determined a severity class 1 or 2 for the potential effects of the hazards identified when the implementation of changes required the introduction of new aviation standards 2 any other situation than those referred above 14 8 Has the NSA issued any safety directive as per Art. 12(1) of Reg. (EC) No 1315/2007? N If, were the contents of the safety directive in compliance with Art. 12(2) of Reg. (EC) No 1315/2007? If, has the NSA forwarded, as far as appropriate, a copy of the safety directive(s) to other NSAs concerned, and to the European Commission, EASA and EUROCONTROL? [Art. 12(3)] N/A N/A If directives were issued, has the NSA verified compliance with them? [Art. 12(4)] N/A LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

85 Safety Software Assurance [Reg. (EC) 482/2008] Has each organisation 2, as part of its SMS, defined and implemented a software safety assurance system to deal with EATMN software related aspects in accordance with Art. 3, 4 & 5? For MUAC in Q an audit on software safety assurance is planned. For LVNL: Q an audit on software safety assurance is planned. Have the requirements been applied for new software or for changes to existing software by any of the organisations under the supervision of the NSA during 2011? If yes, have the organisations made available the required assurances to the NSA demonstrating that the requirements have been satisfied? N N N/A 14.5 ATCO Licensing [Reg. (EU) 805/2011] Has the Competent Authority established procedures for the application and issue, renewal and revalidation of licenses, associated ratings, endorsements and medical certificates? [Art. 13.2] Besluit mandaat en machtiging KIWA N.V. Also the CAA-NL (IVW) is from December 2011 ISO 9001: 2008 certified. Relevant procedures are part of the Quality Management System of the CAA-NL (IVW) Has the State decided to apply this Regulation to their military personnel providing services to the public? [Art. 2.4] If No, has the State taken measures to ensure that services provided or made available by military personnel to the public offer a level of safety that is at least equivalent to the essential requirements of Annex Vb of Regulation (EC) No 216/2008? [Art. 2.3] N N Has the State decided to impose local language requirements? [Art. 13.2] N Has the State implemented the provisions of Chapter III of the Regulation regarding medical certification? [Chapter III] The medical certificates are issued by: [Art. 15.2] (A competent body of) the Competent Authority (CA) Aero medical examiners (approved by the CA) Aero medical centre(s) (approved by the CA) CAA-NL(IVW) Aero medical centres (approved by CA): Aeromedical Expert Centre B.V Aeromedical Clinic Aviation Medical Centre Aeromedisch Instituut Gezondheidsdienst Koninklijke Luchtmacht Has the State decided to apply derogations as provided for in Article 31 of the Regulation? If es, has this been notified to EASA and the Commission? [Art. 31.3] N N Licenses under the supervision of the CA: [Art. 22] Licenses issued by the CA: [Art. 22] CIV MIL CIV MIL ATCO: 308 ATCO: 308 Student ATCO: 10 Student ATCO: 10 Please specify the number of ATCOs licensed in another Member State that have applied for an exchange of their license for one issued in your State: [Art. 29(1)] - 2 Definition in Art. 2.5 of Regulation 482/2008 LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

86 The table below shows the list of Training Organisations in the Netherlands. [Art. 18 & 19 of Reg. (EU) 805/2011; Art. 13 & Annex IV of Directive 2006/23/EC] Name of the Training Provider Certified Date of Cert. Valid until Types of Training/Services Certified: Air Traffic Control The Netherlands (LVNL, Luchtverkeersleiding Nederland ) 28/05/08 The certificate is valid whilst the organisati on remains compliant with the attached conditions All as per ATCO Directive Article 2.12 (Initial training, Unit training, Continuation training, training of OJT instructors and training of examiners/assessors 14.6 FABs [Reg. (EC) 550/2004; Art. 9(a)] FABs progress FAB: FAB Europe Central States involved: Belgium, France, Germany, Luxemburg, Launched in: 2006 the Netherlands and Switzerland (and also United Kingdom as a cooperative partner) Please indicate the phase of development of your FAB initiave: Start: 11/2008 End: 12/2012 Progress: The implementation phase Implementation will be completed by 4 December 2012 During the implementation phase, FABEC is taking all necessary measures to help secure the establishment of FABEC in line with SES legislation including Commission Regulation (EU) No 176/2011. FABEC also uses this phase to achieve other obligations put on Member States (e.g. civil-military cooperation, performance scheme, network management functions, etc.) and to enable the required capacity and efficiency improvements of the ATM network within the Single European Sky while maintaining a high level of safety and contributing to the overall performance of the air transport system and a reduced environmental impact. In order to ensure the implementation of FABs by , has the State established the necessary cooperation mechanisms (e.g with other Member States and third countries being part of FABs) [Reg. Nº 550/2004; Art. 9(a.1)] The internal FABEC cooperation is ensured via three complementary mechanisms: the FABEC Treaty is the overall framework for the members States, the FABEC States governance manual describes the way the FABEC States structure works and the NSA MoC defines the specific cooperation between NSAs. In addition, the FABEC Treaty describes as one of the functions of the FABEC Council to ensure the coordination of the FABEC with adjacent functional airspace blocks, including interfaces. Detailed Rules of Procedures (RoPs) are developed in 2010/2011 for FABEC States governance bodies. A [Provisional] FABEC State Governance Structure is in place as of September Additionally, regular contacts at project steering level took place between FABEC and adjacent FABs. Please list briefly the improvements to the ANS provision that were implemented in 2011 as part of the FAB projects (for FAB initiatives) or FAB management (for established FABs): ATS Further implementation of Night Network. Further implementation of City Pairs. No implementations yet, but 4 FABEC Airspace Design projects continue in parallel and Real Time Simulations took place. Preparation of Call for Tender for a new VCS by two FABEC partners (VCS considered as part of the ATM system). MET CNS AIS ASM (including FUA) No improvements so far as there are no initiatives within the FABEC portfolio of projects Developing a Business Case for FABEC CNS Services Establishing a FABEC AIM Working Group to enhance cooperation in the AI(S)M area. Execute Live Trials for a FAB ATFCM/ASM FABEC Booking Principles ready for approval LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

87 Consultation of Stakeholders Economic Social Other Consultation of EC and MS at SSC/36, Press releases (including on Real Time Simulations for Airspace Design projects), ATC Global, FABEC Website, High Level Meeting with Airlines and IATA representatives, OPS workshop with cargo airlines, FABEC Expert Meeting Operations, Round Table on institutional aspects, etc. Preparing a FAB-level Performance Plan to contribute to the sustainable development of the air transport system in the core area of Europe submitted to the Commission in June No improvements as FABEC is confronted with two main groups of staff representative bodies with divergent political goals and with one party not accepting the other as social partner. Situation complicates the setting-up of a proper social dialogue process. Implementing common FABEC Training initiatives and developing a FABEC Training Service Business Case Changes since previous Annual Report: Following major milestones took place to establish FABEC: - FABEC Treaty signed on 02 December NSA Memorandum of Cooperation signed on 27 January 2011 FABEC Performance plan sent to EC on 29 June 2011 Additional information: FABEC Treaty will be in force during the second semester of Information on FABs before FAB establishment Given the deadline set forth on 24 June 2012 for the provision of the information required by Annex I of Regulation (EU) 176/2011 please indicate the plans of the FAB/FAB initiative: [Reg. (EU) 176/2011; Art. 4 & 6] a) the information will be provided prior to the deadline: Information given at SSC/36 b) the information will be provided on the day of the deadline: 06/2012 FABEC presented an extensive information paper at SSC/36 and provided mature drafts of framework documents to establish FABEC Relations between the Network Manager and the FABs [Reg. (EU) 677/2011; Art.10] Has the State taken actions to ensure close coordination is established with the Network Manager at strategic planning level, and tactical daily flow and capacity management? [Art. 10(1)] FABEC States are establishing a [Provisional] Governance Structure. In this structure there is an Airspace Committee. One of the roles of this committee is to organise the common FABEC view in the framework of the Network Management function. Has the FAB or the FAB initiative established a mechanism to ensure that consolidated views are N formulated in relation to the network functions? [Art. 10(3)] See answer on previous question. Additionally, FABEC ANSPs have one representative in the NMB and a dedicated working group to meet the requirements of Reg. (EU) 677/2011 Art. 10 (2) and (4) by the time FABEC is established. Arrangements are under development Air Traffic Flow Management [Reg. (EC) 255/2010] Member States obligations With a view of its applicability date as of , has the State ensured that the personnel of the parties concerned by the application of this Regulation are: [Art.14(1)] a) made duly aware of the provisions of this regulation and b) adequately trained and competent for their job functions Has the States ensured that consistent procedures for cooperation between the parties involved in ATFM function are established? [Art.4(3), 4(5)] LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

88 Has the State published the route availability? [Art.4(4)] If es, is the published route availability consistent with the Route Availability Document (RAD) 3? [Art.4(4)] Has the State developed measures to ensure that the local air traffic management (ATFM) unit have developed the documents and procedures required for the operations of the ATFM? [Art.14(2)(a)-(c)] Partly. Manuals are available, awaiting finalisation of Eurocontrol documents. Has the State ensured that, monitoring and reporting mechanism for the adherence to ATFM departure slots are established? [Art.11(1), 11(2)] an annual review of the adherence to ATFM measures is conducted? [Art.11(7)] Has the State ensured that ATFM procedures for handling critical events are established? [Art.10(1), 10(2)] Priority Rules are under development and will be aligned with FABEC priority rules which are under development also. Has the State laid down rules on penalties applicable to infringements of the provisions of this regulation? [Art.15] Article 11.15, under b, under 4, of the Aviation Act is applicable to Reg. No. 255/2010, since it is an implementation of Reg. No. 551/2004. This article lays down a rule on the imposition of administrative penalties. Has the State notified the provisions of the rules to the Commission (deadline )? [Art.15] The European Commission was already notified when the SES I package was implemented in the national legislation General obligations of the ANSPs Has the State verified that, [Art. 6(1)-(4)] when ATFM measures have to be applied, the ATS units are coordinating with the central unit for ATFM through the local ATFM unit? when necessary, the ATS reporting officers facilitate the exchange of information between pilots or operators and the local or the central unit for ATFM? ATS units coordinate ATFM measures applied to airports with the airport managing body concerned? ATS, through the local ATFM unit, are notifying the central ATFM Unit for all events that may impact ATC capacity or air traffic demand? Par t Has the State verified that ATS units are providing the central unit for ATFM with the data required under Art. 6(5) of the ATFM Regulation in a timely manner and ensuring its quality? In particular, updated flight positions? [Art. 6(5)(f)] actual flight take-off times? [Art. 6(5)(i)] Has the State verified that the ATS units at the departure airport ensure that: [Art. 6(6)] where the flight is subject to ATFM departure slot the slot is included as part of the ATS clearance? flights adhere to the ATFM departure slots? flights not adhering to the their estimated off blocks time, taking into account the established time tolerance, are not given take-off clearance? flights whose flight plan has been rejected or suspended are not given take-off clearance?[art. 6(6)] 3 The RAD is available on: LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

89 14.8 Interoperability NSA responsibilities The NSA ((Part of) the Transport and Water Management Inspectorate (IVW, Inspectie Verkeer en Waterstaat )) has defined and allocated tasks and responsibilities and developed process descriptions for supervision of compliance as required in Articles 6 and 7 of Regulation EC No 552/2004 and Articles 5 and 9 of Regulation (EC) No 1315/2007. More details are provided in the 2010 SES Annual Report. The NSA has also verified that ANSP sfulfil the conditions allowing it to conduct conformity assessment/verification of systems without using a Notified Body. Changes since previous AR / Additional information: Notified Bodies Has the state appointed any Notified Body during the reporting period? [Reg. (EC) 552/2004, Art. 8] N Name Area of Responsibility Date of notification to the EC ID number obtained from the EC Have the ANSP(s) requested their services since the last AR? Verification of Compliance This section covers the status of compliance of the Netherlands with the interoperability Regulation and the associated implementing rules Regulation (EC) No 552/2004 on Interoperability Number of EC Declarations of verifications of systems put into service between and : [Art. 6] If applicable, number of EC declarations of verifications of systems submitted by ANSPs certified in another State and providing services within the airspace under the responsibility of the Netherlands: Provide up to a maximum of 8 examples of EC declaration of verification Abbrev./Name of ANSP Abbrev./ Name of system concerned Type of system 4 : Declaration date: MUAC ATS system Type 3 20/04/201 1 MUAC COM-system Type 4 20/04/201 1 LVNL ADAS system Type 3 07/04/201 1 LVNL ADR system Type 4 14/04/201 1 LVNL BBS system Type 4 18/04/201 1 LVNL EHAM-HRDF Type 6 28/03/201 1 LVNL EHAM NSS Type 5 28/03/201 1 LVNL EHAM-Remics Type 5 25/03/201 1 Additional Information Indicate the type of the system using the classification laid down in Annex I of the interoperability Regulation; e.g. Type 1: Systems and procedures for airspace management, Type 2: Systems for air traffic flow management, etc. LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

90 Number of EC Declarations of conformity or suitability for use of constituents received by the NSA between and : [Art. 5] Provide the details for these declarations in the table below. Manufacturer Constituent Concerned Decl. date Additional Information Comsoft Gmbh EATMN 07/07/2011 ECG-UAC - EATMP Communication Gateway for the Maastricht UAC 2 Comsoft Gmbh EATMN 14/12/2010 AMADEUS LVNL The NSA(s) ascertained non-compliance cases from the above EC Declarations, leading to safeguard measures. If yes, [Art. 7(1) & 7(2)] N Communicated to the Commission N/A Concerned System/Constituent N/A Date and Ref of the Communication N/A Regulation (EC) No 1032/2006 on coordination and transfer (COTR) as amended The information reported in this section is complemented by ESSIP Objective IT-COTR. Has the ANSP(s) put into service systems implementing any of the processes specified in Annex I, Parts B, C and D to this Regulation? If yes, [Annex I, Parts B, C, D] Has the ANSP(s) conducted (or subcontracted to a Notified Body) a verification of the systems as required by Article 8(1)-(2) of this Regulation? [Art. 8(1)-(2)] N Has the NSA verified compliance of the ANSP(s) with this Regulation? [Art. 8(3), 9] for MUAC N-FDPS system. This system is implemented between MUAC and adjacent ACCs. Provide brief relevant information plans or preparatory work been initiated to meet the date for ensuring and confirming compliance of the relevant EATMN systems in operation by that date: [Art.11] Compliance of this Regulation is planned for Regulation (EC) No 1033/2006 on procedures for flight plans in pre-flight phase as amended Has the ANSP(s) implemented the provisions of this Regulation applicable from ? [Art. 3 & 5] If yes, has the NSA verified the compliance of the ANSP(s) with this Regulation? [Art. 3 & 5] Compliance of this regulation is planned for Indicate the measures taken to ensure awareness and preparedness of the stakeholders for compliance with the new ICAO flight plan format applicable from as required by Regulation (EU) No 929/2010 amending Regulation (EC) No 1033/2006. The AIS Task Force is set up to contribute to awareness and advise on these matters. Participating stakeholders are DGLM, CAA-NL,(IVW), MoD, LVNL and KNMI Regulation (EC) No 633/2007 on flight message transfer protocol (FMTP) as amended The information reported in this section is complemented by ESSIP Objective IT-FMTP. Has the ANSP(s) implemented the flight message transfer protocol as specified in Annex I to this Regulation? If yes, when? [Art. 3] If yes, has the ANSP(s) conducted (or subcontracted to a Notified Body) a verification of the systems as required by Article 5(1)-(2) of this Regulation? [Art. 5(1)-(2)] N 02/11M N Has the NSA verified the compliance of the ANSP(s) with this Regulation? [Art. 3(2), 6] Compliance of this regulation is planned for 2012 Has the ANSP(s) notified the NSA of its intention to make use of the transitional arrangements provided for in Art. 1 of Regulation (EU) No 283/2011? N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

91 If yes, has the NSA provided the Commission with detailed information on the measures applied by the ANSP(s) to ensure interoperability? [Reg. (EC) 633/2007, Art. 1(5)] N Regulation (EC) No 1265/2007 on air-ground voice channel spacing The information reported in this section is complemented by ESSIP Objective IT-AGVCS. Has the NSA verified the compliance of the ANSP(s) with this Regulation? [Art. 3, 4, 8 & 9] MUAC was already compliant before the reporting period. This IR does not apply to LVNL as it only provides ATC below FL195. However compliance is verified..compliance of this Regulation is planned for Has the State communicated during the reporting period any 8.33 khz assignments for publication in the ICAO COM 2 Table? Number of communicated assignments by Dutch Agentschap Telecom is 6. Has the State ascertained non-compliances with this regulation leading to corrective measures? [Art. 3, 4, 5, 6, 8 & 9 N Regulation (EC) No 262/2009 on allocation and use of Mode S interrogator codes ANSP(s) Industry Are there any Mode S operators currently in the State? [Art. 1] Military Others If No, has any organisation reported plans to deploy Mode S interrogators during 2012? [Art. 1] N/A Have the Mode S operators ensured that the radar head electronics constituent of their Mode S interrogators: [Art. 3] Support the use of SI and II codes in compliance with the relevant ICAO provisions? Used SI and SII codes are compliant. Support the use of II/SI code operation in compliance with Annex III of the Regulation? As above Have the States taken the necessary measures to ensure that the Mode S operators comply with the key items of the interrogator code allocations they receive? [Art. 4(3)] Interrogator code allocations are discussed with the Interrogator code operating Cell Has the State ascertained any non-compliance of a Mode S operator with the applicable requirements? [Art. 4 & 12] - Has the State taken the necessary measures to provide an interrogator code allocation system to the Mode S operators? [Art. 5] N Has the State performed the required checks on the validity of interrogator code applications received from Mode S operators before making them available through the interrogator code allocation system for coordination? [Art. 5] Has the State taken measures to ensure the coordination of the use of interrogator codes with overlapping coverage of Mode S radars in third countries, as applicable? [Art. 5 & 6] The State brought forth to the Commission any matter related to disagreements on changes to the interrogators code allocation plans: [Art. 5(4)] - The Mode S operators have implemented monitoring means to detect interrogator code conflicts? [Art. 7] LVNL has a Stochastic Lockout Override mode on the TAR I to prevent interrogator code conflicts therefore monitoring of conflicts are no longer needed. Have the Mode S operators implemented a fall back mode of operation? Art. 7 N N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

92 Fall back mode is operating according to the former situation. Have the Member States taken the necessary measures to ensure that the military units operating Mode S interrogators comply with the applicable requirements of the Regulation? Art Regulation (EC) No 29/2009 on data link services (DLS) The information reported in this section is complemented by the ESSIP Objective IT-AGDL. Regulation (EC) No 29/2009 is in force and will apply from February The mandatory introduction of DLS requires that comprehensive plans and implementing action are prepared and put in place well in advance of that date, mainly by the ATSP/CNSPs (in relation to articles 3, 9 and 12), by the aircraft operators (article 6), the States (articles 7 and 8), the manufacturers (article 11) etc. This Annual Report attempts to capture relevant information on whether there is awareness by the State and the main concerned stakeholders and if any preparatory work has been initiated 5. Please indicate the measures taken to ensure the awareness of the stakeholders with the mandatory introduction of DLS in accordance with the Regulation: No measures taken. ANSPs are aware of the importance of DLS. Maastricht-UAC implemented operational Controller/Pilot Data Link Communications CPDLC - with effect from 18 th June 2003 and it is available on a 24/7 basis. New data link functionalities have been continuously introduced over the years. Above FL245 Adam FIR is in full compliance with Regulation No 29/ Regulation (EC) No 73/2010 on the quality of aeronautical data and aeronautical information Regulation (EC) No 73/2010 is in force and will apply from July 2013 with some articles applicable from 1 July The regulation also identifies transitional provisions for aeronautical data and aeronautical information published before 1 July 2013 as well as with regard relevant differences notified to ICAO visà-vis Chapter 3, Section (Cyclic redundancy check) of Annex 15 to the Chicago Convention. The application of ADQ requires that comprehensive plans and implementing action are prepared and put in place well in advance of that date by all the impacted stakeholders 6. This Annual Report attempts to capture relevant information on whether there is awareness by the State and the concerned stakeholders and if any preparatory work has been initiated. Has the State identified the stakeholders impacted by the provisions of the ADQ Regulation? Stakeholders are ANSPs, airports and other data providers. Please indicate the measures taken to ensure the awareness of the stakeholders with the applicable requirements of the ADQ Regulation: Within the Netherlands regular meetings are held between stakeholders to discuss ADQ. A national Task Force dealing with the transition of AIS and AIM is formed to implement the subjects of the ICAO roadmap AIS to AIM. The following stakeholders will be part of the Task Force MoI&M,/CAA-NL, Military, ANSP s, aerodrome operators, survey organisations. Has the NSA already verified any compliance on subjects now covered in ADQ (e.g. QMS) being for N example based on other regulations (e.g. Common Requirements)? Additional information with respect to compliance with the Interoperability IRs - 5 The ECAA and EEA States FIRs are not included in the list of Annex I to Regulation (EC) No 29/2009. However, to the extent possible, these States should also provide relevant information on whether they have initiated or intend to initiate plans or preparatory work to achieve compliance with this regulation. 6 See ADQ Implementation Support Cell at Contact details: adq@eurocontrol.int ; Telephone: LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

93 14.9 Air Navigation Charging Enforcement measures (additional to existing judicial measures) are in place for the collection of air navigation charges: [Reg. (EC) 1794/2006, Art. 14(3)] Planning: enforcement measures will entry into force.in Q At the moment the required implementing measures are being.taken in consultation with Eurocontrol/CRCO. Type of measure in place National Legal Basis Has been effectively applied to date Denial of services Article 11.16a of the modified Aviation Act contains a provision for taking enforcement measures. In cases of default air navigation services will be suspended. Detention of aircraft N Other N The modified Aviation Act has entered into force at 1 st January 2010 Has the State decided to defer the application of Regulation No. 1794/2006 in respect of terminal charges until ? [Reg. (EU) 1191/2010, Art.2] Changes since previous AR: Enforcement measures will be implemented in Q Deferment of application of Regulation 1794/2006 is respect of terminal charges until has been notified in the Netherlands Performance Plan, June N Penalties for Infringements of SES Legislation Has the State laid down penalties for infringements of the SES Legislation as per Article 9 of Regulation (EC) No 549/2004 as amended? No infringement of the SES legislation has been noticed. N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

94 Annex I Changes/Updates to the previous Annual Report Changes/Updates to Certification of ANSPs Name of the ANSP Services for which it has been certified ATS AFIS AIS CNS MET Date of Last Certif./ Renewal Valid until Derogation Granted Type of Derogation Air Traffic Control The 14/03/2007 Unlimited N Netherlands (LVNL, Luchtverkeersleiding Nederland ) Maastricht UAC 08/11/2006 Unlimited N N KNMI 21/02/2007 Unlimited N N Meteo Consult 10/08/2007 Unlimited N N Conditions Attached Additional Info Changes to Designation of ATS & MET Providers Name of the ATS/MET Provider Designating Authority Reference to the designation act Designated for: ATS MET Airspace Under its Responsibility Date of last Designation Valid Until Conditions Attached Additional Info Air Traffic Control The Netherlands (LVNL, Luchtverkeersleiding Nederland ) Previously the Ministry of Transport, Public Works and Water Management (MoT), presently MoI&M As designated in Chapter 5 of the Aviation Act (Wet luchtvaart) - amendment dated 27 September 2007, published in State Journal 2007, 405. N/A LVNL provides ATS up to FL /09/2007 unlimited N Maastricht UAC Previously the Ministry of Transport, Public Works and Water Management (MoT), presently MoI&M As designated in the Aviation Act and the Maastricht Agreement between the 4 participating States and EUROCONTROL. N/A MUAC provides ATS above FL245 18/09/2007 unlimited N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

95 Name of the ATS/MET Provider Designating Authority Reference to the designation act Designated for: ATS MET Airspace Under its Responsibility Date of last Designation Valid Until Conditions Attached Additional Info KNMI Previously the Ministry of Transport, Public Works and Water Management (MoT), presently MoI&M Designated by the Act for the Royal Netherlands Meteorological Institute (Wet op het KNMI), date 27 September 2007, State Journal 2007, 405 N/A 18/09/2007 unlimited N Meteo Consult - - N/A N LSSIP ear 2011 Netherlands Part III - Chapter Released Issue

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99 Chapter 15 - Annual Report on the Application of FUA 15.1 National organisation and responsibilities at the 3 levels of FUA At Strategic Airspace Management Level 1 FUA Level 1 Implemented: The State has established appropriate FUA Level 1 mechanisms, e.g. High Level Airspace Policy Body: See below A joint Civil Military ATM Policy Unit (MoT and MoD) is responsible for ASM Level1 and is supported by the Netherlands Air Traffic Committee (LVC). This committee is established by agreement between MoT and MoD and functions as the advisory body on airspace issues to the two ministers. It consists of representatives of both ministries (involving the MAA, DGTL and IVW) and the service providers (LVNL, Maastricht UAC and MoD) while also other adhoc stakeholders, such as airlines, are invited. The LVC meets at least 6 times per year. Measures established to ensure consistency between: The State has notified the Commission the identified persons/organisations responsible for all the tasks listed in Art. 4.1 of the FUA Regulation: Art. 4.3; GEN-PRPL-05, GEN-PRPL ASM and ATFM: An integrated Airspace and Flow Management Unit (AFMU) is established since Q at a pretactical level and will gradually be built out. Full implementation including strategical and tactical level is foreseen mid ASM and ATS: Direct co-ordination between Centre Supervisors Date and Reference of the Communication: 30/10/2007 V&W/DGTL- 2007/9632 Annual Report on FUA The State has ensured that the following tasks related to ASM Level 1 are performed by the responsible body (referred to above): - Regularly review and address users requirements Art. 4.1.b; L1-APPC-05, L1-APPC-06 At regular basis (6 times a year), performed by the Air Traffic Committee. It consists of representatives of both ministries (involving the MAA, DGTL and IVW) and the service providers (LVNL, Maastricht UAC and MoD) while also other ad-hoc stakeholders, such as airlines, are invited. - Approve activities which require airspace reservation or restriction Art. 4.1.c; L1-APPC-07, L1-APPC-07-01, L1-APPC-07-02, L1-APPC Based on general approved criteria the AFMU may approve activities which require airspace reservation or restriction. - Define temporary airspace structures and procedures to offer multiple airspace reservation and route options Art. 4.1.d; L1-APPC-08, L1-APPC-08-01, L1-APPC-08-02, L1-APPC-08-03, L1-APPC-08-04, L1-APPC , L1-APPC Based on advice from the Air Traffic Committee, the ATM Policy Unit can advice the MoT and MoD to define temporary airspace structures and procedures in order to offer multiple airspace reservation and route options. - Establish criteria and procedures providing for the creation and use of adjustable lateral and vertical limits of the airspace Art. 4.1.e; L1-APPC-09, L1-APPC-09-01, L1-APPC-09-02, L1-APPC-09-03, L1-APPC-10 Airspace restrictions and reservations are variable within vertical and lateral limits and are sub-divided in modules. Procedures and criteria for use are laid down in (Mil) AIP and LoA s in between the relevant ANSP s. - Assess the national airspace structures and route network with the aim of planning for flexible airspace structures and procedures Art. 4.1.f; L1-APPC-11, L1-APPC-12, L1-APPC At this moment the present airspace structure is being assessed in the long term Airspace Vision by all relevant partners in the ASM process (Mot, MoD, ANSP s and Airspace users). - Define specific conditions under which the responsibility for separation between civil and military flights rests on the ATS units or on the controlling military units Art. 4.1.g; L1-APPC-13, L1-APPC-13-01, L1-APPC-13-02, L1-APPC Procedures are laid down in Regeling Luchtverkeersdienstverlening 1507 (the Air Navigation Services Regulation), articles 11, 12, 13, 15 and 17. LSSIP ear 2011 Netherlands Part III - Chapter 15-2 Released Issue

100 - Establish mechanisms to assess performance of FUA operations. If yes, indicate: Art. 4.1.m; PERF-REQU-01 Body responsible to perform the assessment: Air Traffic Committee Frequency of the assessment: 2 times per year Participation: Mot, MoD, ANSP s and Airspace users KPIs / KPAs used: Published structure vs Military Mission actual used structure Effectiveness for all 3 KPI s Percentage of SUA capacity related KPA (KPI 2) allocated Is there a formal process to consult the outcome of the assessment with airspace users? An initial reporting mechanism is agreed by the Air Traffic Committee. Total training time vs total airborne time Within the Air Traffic Committee related KPA (KPI n)> - Based on the outcome of this assessment, periodically review and revise as necessary, airspace procedures. If yes, indicate: Art. 4.1.m; PERF-REQU-01 Body to whom the assessments are submitted: Body responsible to review and revise airspace operational procedures: Airspace Committee Airspace Committee Staff - Establish mechanisms to archive data on the requests, allocation and actual use of airspace structures for further analysis and planning activities Art. 4.1.n; PERF-REQU-02 Currently, data on the requests, allocation and actual use of airspace structures are archived manually. Extension/ upgrading of these mechanisms is foreseen by the introduction of PRISMIL for the end of Apart from Danger Areas over the High Seas and Prohibited areas, the State has abandoned application of permanent airspace restrictions: Art.3.c; GEN-PRPL-04, GEN-PRPL-04-01, GEN-PRPL-04-02, GEN-PRPL-04-03, Changes since previous FUA Report: None Within Amsterdam FIR, TSAs are defined (level 1) and can be activated by submitting a reservation request to the AFMU the day before use (level 2) At Pre-tactical Airspace Management Level 2 FUA Level 2 Implemented: Airspace Management Cell AMC: Joint Civil- Military Cell: A joint civil military Airspace and Flow Management Unit is established and operated from LVNL Schiphol. The airspace is allocated in accordance with the conditions and procedures defined in Article 4.1: The established AMC (referred to above) is provided with adequate dedicated ASM supporting systems to perform and communicate the pre-tactical airspace management tasks: Art. 5.3; GEN-TECH-02, GEN-TECH-03, GEN-TECH-05, GEN-TECH Direct communications with all relevant stakeholders and direct computer links with CFMU are established Changes since previous FUA Report: None At Tactical Airspace Management Level 3 FUA Level 3 Implemented: In the responsibility of the Centre Supervisors of ACC Amsterdam, MUAC and MilATCC Nieuw Milligen. The State has ensured that the relevant ATS Units and controlling military units: LSSIP ear 2011 Netherlands Part III - Chapter 15-3 Released Issue

101 - establish coordination procedures and communication facilities to allow the real-time activation, deactivation or reallocation of airspace allocated at pre-tactical level: Art. 6.1; GEN-TECH-04, GEN-TECH-05, GEN-TECH-05-01, L3-RTCM-01 Direct communication is established between Centre Supervisors of ACC Amsterdam, MUAC and MilATCC Nieuw Milligen allowing for real-time activation, de-activation or re-allocation of airspace allocated at pre-tactical level. Procedures are laid down in the relevant LoAs. - establish coordination procedures to ensure the timely and effective exchange of any modification of planned airspace reservations and the adequate notification to all affected users: Art. 6.2; GEN-PERS-03, GEN-PERS-04, GEN-TECH-04, L3-RTCM-02 Direct communication is established between Centre Supervisors of ACC Amsterdam, MUAC and MilATCC Nieuw Milligen ensuring timely and effective exchange of any modification of planned airspace reservations and adequate notification to the affected users. Coordination procedures are laid down in the relevant LoAs. - establish coordination procedures and supporting systems to ensure safety when managing interactions between civil and military flights: Art. 6.3; GEN-PERS-03, GEN-PERS-04, GEN-TECH-04 System co-ordination between civil and military ATM systems and direct co-ordination lines between civil and military controllers. Procedures are laid down in the LoAs. - establish coordination procedures to permit direct communication of relevant information to resolve specific traffic situations where civil and military controllers are providing services in the same airspace: Art. 6.4; L3-ASPU-01 Specifically: - Position of aircraft System co-ordination between civil and military ATM systems and direct co-ordination lines between civil and military controllers are established. Coordination procedures are laid down in the relevant LoAs. - Flight intention of aircraft (e.g. exchange of Flight Plan data) All relevant civil flight data are send to the military ATM system; all relevant military flight data are exchanged by verbal flight notifications All airspace reservations are released as soon as activities having caused their establishment cease: Art. 3.c; GEN-PRPL-04, GEN-PRPL-04-01, GEN-PRPL-04-02, GEN-PRPL-04-03, GEN-TECH-01 By verbal co-ordination between the Centre Supervisors Changes since previous FUA Report: None LSSIP ear 2011 Netherlands Part III - Chapter 15-4 Released Issue

102 15.2 Cooperation between Member States at the 3 levels of FUA At Strategic Airspace Management Level 1 The State coordinates its airspace management policy with the respective States to jointly address the use of cross-border airspace structures: Art. 4.1.h; L1-CBO-01, L1-CBO-02 The AFMU the Netherlands is lead AMC for the routes UL7, (U) N852 (BE), UP603 (DK and DE), UZ702 (DE), UZ703 (DE), UZ704 (DK and NO), UZ705 (DK and NO)) and KZ02, KZ07, KZ08, KZ40. The States involved are: Belgium (BE), Germany (DE), Denmark (DK and Norway (NO) Type(s) of cross-border airspace use is applied in the State: Cross-border area Art. 4.1.j; L1-CBO-04, L1-CBO-05 With Germany Shared reserved airspace (TRA and TSA) Art. 4.1.j; L1-CBO-04, L1-CBO-05 Conditional routes Art. 4.1.j; L1-CBO-04, L1-CBO-05 N Not yet applicable; this is now part of the FABEC study. With Germany The State has established with neighbouring States one common set of standards for separations between civil and military flights for cross-border activities: Art. 4.1.k; GEN-PERS-01, GEN-PERS-01-01, L1-CBO-06, L1-CBO Changes since previous FUA Report: None For the CBA-Sea, a common set of rules is established and applied At Pre-tactical Airspace Management Level 2 If cross-border operations apply, has the State established a joint or multinational AMC with neighbouring State(s): Art. 5.2; L2-CBO-01, L2-CBO-01-01, L2-CBO-02 N Not yet, however this is planned to be achieved in the near future within the FABEC project. Changes since previous FUA Report: None At Tactical Airspace Management Level 3 The State has established a common set of procedures to manage specific traffic situations and/or to enhance the realtime airspace management between civil and military units involved in or concerned with cross-border activities: Art. 6.5; L3-CBO-01, L3-CBO-01-01, L3-CBO-02, L3-CBO-02-01, L3-CBO , L3-CBO Changes since previous None FUA Report: The common set of procedures applied with Germany are laid down in the respective LoAs LSSIP ear 2011 Netherlands Part III - Chapter 15-5 Released Issue

103 15.3 Safety assessment The State has established a safety management process to conduct all safety assessment activities before the introduction of any changes to the operations of the FUA: Art. 7; GEN-PERS-05, SAFE-REQU-01, SAFE-REQU-02, SAFE-REQU-03 The respective safety management process is part of the LVNL SMS system Evaluation of the functioning of agreements, procedures and systems Has the State established a mechanism to evaluate the functioning of agreements, procedures and supporting systems established at the three levels of ASM? Annex; GEN-PRPL If yes, is this evaluation conducted with regard to safety, airspace capacity, efficiency and flexibility of operations of all users? Annex; GEN-PRPL If, indicate the body responsible for, its composition and frequency of the evaluations. early in the Air Traffic Committee If N, explain why and plans for the future / / 15.5 Compliance monitoring The State is fully compliant with the FUA Regulation: - The State has established a FUA compliance monitoring processes: Annex An initial reporting mechanism to assess performance of FUA operations is in place before the end of Additional comments: Problems encountered and need for changes Problems encountered in the implementation of the FUA regulation and need for changes Annex - LSSIP ear 2011 Netherlands Part III - Chapter 15-6 Released Issue

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105 LSSIP ear 2011 PART IV - TRAFFIC AND ATM PERFORMANCE LSSIP ear 2011 The Netherlands Released Issue

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109 Chapter 16 - Cost-efficiency 16.1 EU-wide cost-efficiency target for RP1 ( ) SES II provides for the replacement of the full cost recovery system by a determined costs system, volume risk sharing and cost risk for en route air navigation services from The EU-wide costefficiency KPI for RP1 is the average EU-wide determined unit rate (DUR) for en-route air navigation services, defined as the ratio between the determined costs and the forecast traffic expressed in service units. It is expressed in Euros and in real terms and provided for each year of the reference period. The EU-wide cost-efficiency target adopted by the EC for RP1 is a reduction of the average EU-wide determined unit rate for en-route air navigation services to the following annual values: Average EU-wide determined unit rate for en route ANS ( 2009 terms) This represents a decrease of -10.1% between the average EU-wide en-route unit cost in 2011 and the average EU-wide determined unit rate in 2014 (corresponding to an average decrease of -3.5% per annum during the period) National cost-efficiency target for RP1 The cost-efficiency KPI at national/fab level is the determined unit rate for en-route air navigation services, defined as the ratio between the determined costs and the forecast traffic expressed in service units. It is expressed in national currency and in real terms and provided for each year of the reference period. The 27 EU Member States, as well as Norway and Switzerland, adopted and communicated their national/fab performance plans to the EC by 5 July 2011, including inter alia their cost-efficiency targets according to the above KPI and consistent with the EU-wide cost-efficiency target in 16.1 above. The aggregated national cost-efficiency targets contained in these Performance Plans are slightly under the intermediate DUR value for 2012 (-0.2%). However, the consolidated DURs for 2013 and 2014 fall short of the EU-wide cost-efficiency target by +1.4% and +1.7% respectively. In monetary terms, further savings of 151M out of a total of M would need to be made in order to meet the EU-wide target and intermediate values over RP1. In July and August 2011, the PRB assisted the EC in the assessment of the consistency of the national/fab plans with the EU-wide targets and delivered an assessment report to the EC on 20 September The national/fab performance plans and the PRB assessment report are published on the PRB website at The PRB s detailed analysis shows that there are significant opportunities to close this gap in most LSSIP ear 2011 The Netherlands Part IV - Chapter 16-1 Released Issue

110 Performance Plans. Areas of improvement are identified in the PRB s detailed assessments. Depending on States/FABs, they include: adoption of refined traffic and inflation forecasts, return on equity consistent with actual risks borne given the protection offered by the Charging Scheme regulation (sharing of the traffic risk, uncontrollable costs), rationalisation of investment programmes, convergence towards peers in the comparator group, and specific national initiatives. Using the PRB report as a basis, the EC has recommended States to adopt, as necessary and/or appropriate, revised performance targets in order to be consistent with, and adequately contribute to, the EU-wide targets. The Commission Recommendation 2011/C 348/01 was issued on 23 November 2011 after the approval of the Member States at the Single Sky Committee session on 24 October Some States were invited to submit their revised targets by end These are assessed by the EC assisted by the PRB within four months after notification (Article 14 of Regulation EU No 691/2010). The Netherlands national Performance Plan includes the national en route cost efficiency performance target. The PRB assessed the target as consistent with and contributing adequately to the EU wide target. There was no need to change the cost efficiency target in the revised national performance plan. LSSIP ear 2011 The Netherlands Part IV - Chapter 16-2 Released Issue

111 Chapter 17 - En-route Traffic and Capacity 17.1 Evolution of traffic in Netherlands Netherlands - Annual IFR Movements Netherlands - Distribution (Ref. year 2010) Domestic flights 3% Overflights 52% IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast International Dep/Arr 45% A 2008 A 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F 2015 F 2016 F STATFOR Medium-Term Forecast (released October 2011) IFR flights yearly growth 2008 A 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F 2015 F 2016 F H 9.1% 4.0% 3.0% 3.0% 2.9% 3.0% Netherlands B -1.6% -8.6% 1.7% 8.2% 3.4% 1.9% 2.0% 1.9% 2.1% L 7.6% 2.8% 1.3% 1.5% 1.3% 1.6% ESRA B 0.4% -6.6% 0.8% 4.5% 2.5% 2.5% 2.6% 2.6% 2.6% STATFOR Medium Term Forecast (MTF October 2011): % growth 2012 compared to 2011 Domestic: 0.6 % Arr / Dep: 3.2 % Overflights: 3.8 % Total: 3.4 % 2011 Based on CFMU archived data, traffic in the Netherlands increased by 4.7% during Summer 2011 (May to October), when compared to Summer The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 2.7% and 4.2% with an average baseline growth of 3.3 % throughout the planning cycle. LSSIP ear 2011 The Netherlands Part IV - Chapter 17-1 Released Issue

112 17.2 AMSTERDAM ACC Traffic and en-route ATFM delays IFR flights (Daily Average) EHAAACC - Traffic and en-route ATFM delays Peak Day Traffic Summer Traffic early Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Enroute Delay (minutes per flight) Source: CFMU data STATFOR Medium-Term Forecast Summer 2011 performance En-route Delay (min/flight) Traffic Evolution 2011 Capacity Baseline Optimum All reasons Without weather Capacity gap +5.1 % 137 (+5%) No The average en-route delay per flight decreased from 0.3 minutes per flight during Summer 2010 to 0.2 minutes per flight in Summer % of the delays were for the reason ATC Capacity, 16% for reason weather. Capacity Plan +2% Achieved Comments Optimisation of ATS route network & procedures es Summer 2011 performance assessment The ACC capacity baseline was measured with ACCESS at 137, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 122 during the measured period and an average peak 3 hour of 108. A maximum 5 sector configuration was opened Planning Period Summer The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. The summer capacity profile and delay breakdown has been derived according to the following parameters: : capacity requirement profiles based on the delay breakdown per ACC as provided in January : breakdown of a European delay target of 0.7 min/flight for the Summer season, corresponding to the 2014 yearly EU target of 0.5 minute average ATFM enroute delay per flight. EHAACTA Summer en-route ATFM delay breakdown LSSIP ear 2011 The Netherlands Part IV - Chapter 17-2 Released Issue

113 ACC 2011 baseline EHAA 137 Capacity Profiles Profiles (hourly movements and % increase over 2011) H 137 0% 137 0% 137 0% 138 1% 141 2% Ref % 137 0% 137 0% 137 0% 138 1% L 137 0% 137 0% 137 0% 137 0% 137 0% C/R 137 0% 137 0% 138 1% 138 0% 139 1% Capacity Plan ear Measures planned Significant Events Olympic Games Airspace redesign (CBA Land, 4th IAF for Schiphol) Max sectors Capacity increase p.a. Reference profile (ACC) Additional information 0% 0% 0% 2% 2% 0% 0% 0% 0% 1% Capacity increase percentages for 2015 and 2016 are still very preliminary and subject to change pending the results of safety/efficiency effect studies. EHAACTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan Planning Period Outlook No problems are foreseen in the current planning cycle Reference values of the breakdown of the EU capacity/delay target The planning period includes the first SES reference period (2012 to 2014) of the performance regulation, with the following EU en-route delay targets: 2014 : 0.5 minutes average en-route ATFM delay per flight for the full year and for all causes, as adopted by the European Commission LSSIP ear 2011 The Netherlands Part IV - Chapter 17-3 Released Issue

114 2012 and 2013 : 0.7 and 0.6 minutes, respectively, average en-route ATFM delay per flight for the full year and for all causes, as recommended by the PRB The EU en-route delay target was broken down at ANSP and ACC level by EUROCONTROL in January To take into account the seasonality of traffic and delays, Summer and Winter seasons were assessed separately: 2012: 1 min/flight Summer season 0.3 min/flight Winter season 2013: 0.85 min/flight Summer season 0.3 min/flight Winter season 2014: 0.7 min/flight Summer season 0.3 min/flight Winter season The figure below presents: * - yearly en-route delay performance *2011 up to end of October yearly en-route delay breakdown that has been assessed for each ACC to meet the European target EHAAACC early delay per flight (all reasons) EU delay breakdown 0.80 Delay (min) per flight The individual ACC capacity indicative values for the first reference period are included in the Addendum to the FABEC Performance plan for the first reference period (sent to the European Commission and the PRB on 22nd December 2011). The table on page 14 of the Addendum does not include obligatory targets, but refers to the joint FABEC ANSPs commitment to a capacity target of an average delay of 0.5 minute per controlled flight. ANSPs may underperform on capacity as long as other ANSPs are over performing and the achievement of the overall FABEC capacity target is not endangered. Thus, a mutual exchange of capacity values should enable the ANSPs to realise the overall FABEC capacity performance. In line with the FABEC capacity concept figure representing the ACC Amsterdam Schiphol delay per controlled flight figure in the graph above is only indicative. LSSIP ear 2011 The Netherlands Part IV - Chapter 17-4 Released Issue

115 Chapter 18 - Airport Traffic and Capacity 18.1 Airport AMSTERDAM SCHIPHOL (EHAM) Airport Traffic The graph below shows traffic development from 2008 to actual and traffic forecast until 2016 (Departures + arrivals). Airpor t EHAM EHAM EHAM EHAM EHAM IFR movements yearly growth Scenario Actual [STATFOR] Base [STATFOR] High [STATFOR] Low [STATFOR] Reporting Local -1.7% -8.9% -1.3% Sources: STATFOR MTF September % 3.1% 1.5% 1.5% 1.3% 1.8% 10.3% 3.7% 2.6% 2.5% 2.2% 2.5% 9.1% 2.6% 1.0% 1.0% 0.8% 1.3% 5.0% 4.0% EUROCONTROL Airport Unit (Airport Corner) October 2011 Reporting Local Airport Delays and Capacity AMSTERDAM Airport is identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. Network Operations Plan Summer 2011). LSSIP ear 2011 The Netherlands Part IV - Chapter 18-1 Released Issue