Local Single Sky ImPlementation (LSSIP) IRELAND

Transcription

1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) IRELAND Year Level 1

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5 Document Title LSSIP Year 2016 for Ireland Infocentre Reference 17/01/30/121 Date of Edition 29/05/2017 LSSIP Focal Point Cathal MAC CRIOSTAIL - Cathal.MacCriostail@iaa.ie LSSIP Contact Person Oscar Alfaro - Oscar.ALFARO@eurocontrol.int Status Released Intended for Agency Stakeholders Available in Reference Documents LSSIP Documents LSSIP Guidance Material Master Plan Level 3 Plan Edition 2016 Master Plan Level 3 Report Year 2015 European ATM Portal STATFOR Forecasts Acronyms and abbreviations National AIP FAB Performance Plan and european-sky-initiative-uk-ireland-fab-performance-plan LSSIP Year 2016 Ireland Released Issue

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9 CONTENTS Chapter 1 National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) IAA Operations Division (ANSP) Airports Military Authorities Chapter 2 Traffic and Capacity Evolution of traffic in Ireland Dublin ACC Traffic and en-route ATFM delays Performance summer Planning Period Summer Shannon ACC Traffic and en-route ATFM delays Performance summer Planning Period Summer Chapter 3 Master Plan Level 3 Implementation Report recommendations Chapter 4 National Projects Chapter 5 Regional Co-ordination FAB Co-ordination FAB Projects Regional cooperation Regional Cooperation Initiatives Regional Projects Chapter 6 Implementation Objectives Progress State View Overall Objective Implementation Objective Progress per SESAR Key Feature ICAO ASBU Implementation Detailed Objectives Implementation progress Annexes LSSIP Year 2016 Ireland Released Issue

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11 Executive Summary National ATM Context The Irish Aviation Authority (IAA) was established as a commercial state-sponsored body on 1 January 1994 under the Irish Aviation Authority Act, The IAA carries out a range of operational and regulatory functions and services relating to the safety, security and technical aspects of civil aviation in Ireland and is responsible for the provision of Air Traffic Management Services; a functional separation exists between regulatory and service provision functions. Dublin Airport Authority - a commercial semi-state company operates Dublin and Cork Airports. A new Shannon Airport Authority was established on January 1st 2013 and now has total responsibility for the running and development of Shannon Airport. The Irish Government, after consultation with all major stakeholders, published a new Aviation Policy document for Ireland in August 2015 Traffic and Capacity Traffic in Ireland increased by 7.9% during summer 2016 (May to October inclusive), when compared to summer The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 1.3% and 3.2% during the planning cycle, with an average baseline growth of 2.4%. Sufficient capacity will be provided to meet all expected demand during the period of this plan and Ireland will meet its capacity requirements under the National Performance Plan. Implementation Objectives Overview Overall Objective Implementation With regard to objectives due for the period , AOP05, ATC15.1, ITY-ADQ and NAV10 are reported as late: AOP05 A-CDM at Dublin is on track for Q implementation ATC15.1 The implementation of information exchange with en-route in support of AMAN is now planned for 2018 ITY-ADQ Aeronautical data quality requirements are planned for completion by Jan/2018 NAV10 APV procedures were implemented in Kerry and Knock airports during The project continues and is planned to run until Q2/2019 2; 5% 6; 14% 4; 10% 9; 21% 1; 2% Completed 20; 48% Ongoing Planned Late No Plan Not Applicable Missing Data Undefined Overall Objective Progress Distribution (Applicable Objectives) All the other objectives due for this period have been completed on schedule: The introduction of a new Voice Communication System was a major project, which was finalised by end of 2014 and contributed to the completion of objectives ITY-FMTP, COM10 and COM11. Data-link services (ITY-AGDL) were implemented in line with Regulation (EC) No 29/2009 in March 2014 Ireland finalised the implementation of the objective on surveillance performance and interoperability (ITY-SPI) in line with Regulation (EU) No 1207/2011 The Action Plan for the prevention of runway excursions (SAF11) was implemented in 2014 LSSIP Year 2016 Ireland 1 Released Issue

12 Most of the remaining objectives are completed or planned in line with the agreed deadlines. Some objectives are in the early planning stages due to the late publication of supporting material and hence are reported as no plan. However, no major obstacles are foreseen for their implementation. Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives AOM19.1, FCM05 and NAV03 are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared Achieved in previous editions (up to, and including, ESSIP Edition ) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. Delivery of AOM19.1 by the required date of 2018 will depend on the operational implementation of the LARA tool. FCM05 is being addressed through LARA initially, with a target date in SESAR Baseline Implementation % PCP Implementation % Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services progress reflects the lower demand for GAT/OAT integration, the slow development of a FAB ASM protocol and the lack or requirements for (IE) generated STAMs. The IAA supported Air Traffic Services reflect the advanced ATM system used. AMAN has been greatly enhanced by the application of Point Merge, however greater UK/IRL FAB interaction is required to extend this value further, including for the en-route environment. Under the High Performing Airport Operations item, the focus is on Dublin Airport. With the rollout of A-CDM and the benefits of EFS, the 2017 LSSIP Report should reflect further improvements in this metric. The Enabling Aviation Infrastructure item reflects good performance with additional technological rollout expected to address the remaining 32% progress required. LSSIP Year 2016 Ireland 2 Released Issue

13 Optimised ATM Network Services Advanced Air Traffic Services High Performing Airport Enabling Aviation Infrastructure 96% 75% 95% 86% 45% 11% 12% 2% ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter Progress in the key features outlined in the preceding paragraph will significantly deliver the remaining 11% shortfall under this item. Block % LSSIP Year 2016 Ireland 3 Released Issue

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15 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2016, together with plans for the next years. Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided; Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of recommendations extracted from the MP L3 Implementation Report 2015 which are relevant to the state/stakeholders concerned. The State reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations; Chapter 4 provides the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State per each project included in this chapter; Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned; Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the highlevel information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Chapter 6.2 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2016 Ireland 4 Released Issue

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17 Chapter 1 National ATM Environment 1.1. Geographical Scope International Membership Ireland is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 EUROCONTROL 1 st January 1965 European Union 1973 European Common Aviation Area N EASA 2005 ICAO 31 October 1946 JAA 1990 NATO N Geographical description of the FIR(s) The geographical scope of this document addresses the Irish FIR(s): Shannon FIR including Shannon Oceanic Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA). Within the Shannon FIR/UIR are contained: Shannon CTA (upper limit FL 245); Dublin CTA/TMA (upper limit FL 245); Shannon UTA (FL 245 to FL 660). Shannon FIR is surrounded by FIRs of 2 States, namely United Kingdom and France and the NAT region. LSSIP Year 2016 Ireland 5 Released Issue

18 Delegated to Scottish Ireland s Flight Information Regions (FIRs) Airspace Classification and Organisation The figure below shows the current airspace classification within the Irish airspace. As it can be seen, all airspace above FL75 is Class C with NOTA and SOTA Class A above FL55. FL660 Shannon UTA FL245 SOTA Shannon CTA Dublin CTA Shannon CTA NOTA FL75 FL55 5,000ft Shannon CTA Cork CTR Shannon CTA Shannon CTR Military Dublin CTR Shannon CTA Sligo CTR ClassA ClassC ClassG SOTA -Southern OceanicTransition Area NOTA -Northern OceanicTransition Area Sligo is used to represent the regional airports 5 in total. Military airspace is active to various levels. LSSIP Year 2016 Ireland 6 Released Issue

19 1.2. National Stakeholders The main National Stakeholders involved in ATM in the Republic of Ireland are the following: - The Department of Transport, Tourism and Sport (DTTaS), - The Department of Finance, - The Irish Aviation Authority (IAA) which was appointed in July 2004 as the National Supervisory Authority for Ireland. It is also entrusted with both the regulatory and service provision, - The Air Accident Investigation Unit (AAIU), - The Irish Aviation Authority Operations Division entrusted for provision of air navigation services - The Dublin Airport Authority, - The Shannon Airport Authority, - The Department of Defence. The activities of these national Stakeholders are detailed in the following subchapters. Their relationships are shown in the chart below. Institutional Arrangements and Links LSSIP Year 2016 Ireland 7 Released Issue

20 Civil Regulator(s) General Information In Ireland, civil aviation is the responsibility of The Department of Transport, Tourism and Sport. The Department assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the Irish Aviation Authority - IAA. The IAA is therefore entrusted with both the regulatory and service provision functions which are functionally separated within the organisation. The Department of Transport, Tourism and Sport has nominated the Safety Regulatory Division of the IAA as the National Supervisory Authority in accordance with the EU regulation requirement. The Department of Transport, Tourism and Sport are still considering an (IAA) organisational separation of service provision and regulation. The Department of the Environment, Community and Local Government and the Department of Transport, Tourism and Sport perform the regulatory function for environmental matters in Ireland. The Irish Government, after consultation with all major stakeholders, published a new Aviation Policy document for Ireland in August ( The IAA is a commercial State body with a Board appointed by the Minister. The IAA is also responsible for the determination of the Enroute Route Charges. The terminal charges at Cork, Dublin, and Shannon where the IAA provide terminal services are subject to economic regulation by the Commission for Aviation Regulation. The Board and staff of the Irish Aviation Authority are committed to providing safe, efficient and cost effective air navigation and regulatory services, which meet the needs of its customers on a sound commercial basis. The Safety Regulation Division (SRD/NSA) of the IAA regulates safety standards in five key areas: Flight Operation Standards, Licensing Standards, Airworthiness Standards, Aviation Security and Air Navigation Standards. Note 1: (Aviation) Noise Regulation will be added to this list in the coming year (2017). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The IAA is further detailed in the following sections. Activity in ATM: Rule-making Organisation responsible Department of Transport, Tourism and Sport (DTTaS)/Irish Aviation Authority (IAA) Legal Basis The Irish civil aviation regulatory framework emanates from the Irish Constitution, and is composed of EC Regulations and Statutory Instruments (Acts, Orders, Regulations and Directives). The Single European Sky (SES) legislation applies in Ireland and hence the State has two rulemaking systems a common mechanism at EU level for the development of EC laws and managed by the European Commission and a process at national level for those subjects whose regulation remains a national matter. The DTTaS is signatory to international Conventions, and is responsible for drafting legislation for the aviation sector, plus high-level policy making. The Authority was assigned powers under the Irish Aviation Authority Act, 1993 to make Orders and Regulations for the purpose of giving effect to the Annexes to the Chicago Convention. The DTTaS is the Government Department with responsibility for the transport industry in Ireland including aviation. The IAA is the civil aviation regulatory authority created by legislation to carry out certain State functions. LSSIP Year 2016 Ireland 8 Released Issue

21 Safety Oversight IAA/SRD/NSA The DTTaS assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the IAA by the enactment of the Irish Aviation Authority Act, Enforcement actions in case of non-compliance with safety regulatory requirements IAA/SRD/NSA In compliance with Article 4 of Commission Regulation (EC) No. 549/2004, the SRD/NSA of the IAA was established in July 2004, as the National Supervisory Authority (NSA) of Ireland. This issue is within the remit of its competences. Airspace IAA/SRD/NSA Irish Aviation Authority Act 1993 Economic Environment Security Department of Transport, Tourism and Sport/Commission for Aviation Regulation Department of Environment, Community and Local Government / Department of Transport, Tourism and Sport Department of Transport, Tourism and Sport/Commission for Aviation Regulation Aviation Regulation Act, 2001 Air Navigation and Transport Act, 1988 Various Acts from Department of Transport, Tourism and Sport including European Communities (Greenhouse Gas Emissions Trading) (Aviation) Regulations 2010 With effect from 1st January 2013, the Minister for Transport, Tourism and Sport assigned responsibility for the monitoring of compliance with national and EU rules on aviation security to the Irish Aviation Authority (a role previously carried out by the DTTaS until the end of 2012). The IAA security oversight involves inspections and audits of airports, air carriers, cargo companies, airport suppliers and suppliers of in-flight services. The DTTaS retains overall responsibility for aviation security policy in Ireland and its existing aviation security obligations under all national and international legislation including the Air Navigation and Transport Acts ICAO Annex 17 The Member State functions outlined in all relevant EU Regulations, and ECAC Doc 30 Full list of the relevant legislation is available at LSSIP Year 2016 Ireland 9 Released Issue

22 Accident investigation Air Accident Investigation Unit (AAIU) The AAIU of the Department of Transport, Tourism and Sport (DTTaS) is the statutory body responsible for the investigation of accidents and serious incidents. The AAIU conducts its investigations of aviation occurrences in accordance with Annex 13 (10th Edition) to the ICAO Convention, Regulation (EU) No 996/2010 and Statutory Instrument No. 460 of The fundamental purpose of such investigations is to determine the circumstances and causes of these events, with a view to the preservation of life and the avoidance of similar occurrences in the future. It is not the purpose of such investigations to apportion blame or liability. The SRD/NSA of the IAA is also responsible, in addition to the investigation of serious incidents, for the investigation of non-serious incidents and ATM specific occurrences (i.e. ESARR2). Close cooperation exists between the AAIU and SRD/ NSA in respect of safety occurrences. Irish Aviation Authority The Irish Aviation Authority is responsible for ATM safety regulation for Ireland which is applied to civil ATM only and not extended to military operations. Within the Authority, provision of Air Traffic Services (ATS) and Safety Regulation are functionally separate, although there is a plan to implement an organisational separation of both functions. A chart depicting the structure of the SRD/NSA and its organisational dependence within the IAA is shown in Annex B of this document. The safety regulatory function falls under the remit of the Safety Regulation Division and is responsible for a number of tasks including: Rule making Safety oversight Safety performance monitoring and ATM safety occurrence analysis Annual Report published: IAA Web site: LSSIP Year 2016 Ireland 10 Released Issue

23 IAA Operations Division (ANSP) Service provided Air Traffic Services in Irish airspace (En route Business Unit), in the Shannon Oceanic Transition Area, in the Northern Oceanic Transition Area and Communication services in the Shanwick Area are provided by the Operations Division of the IAA. Air Traffic Services at Dublin, Shannon and Cork Airports are also performed by the Operations Division of the IAA (all part of the Terminal Services Business Unit), however, in the rest of Irish airports; these services are performed by the respective Airport Authorities. Further detailed information can be found in Annex B. The following Table lists information about the Irish Provider of Civil Air Navigation Services: Name of the ANSP: IAA Operations Division Governance: Semi-State Company since Ownership: 100% state-owned Services provided Y/N Comment ATC en-route ATC approach ATC Airport(s) AIS CNS Y Y Y Y Y MET N Irish Department of Transport, Tourism and Sport ATCO training Y IAA partner in Entry Point North Ireland (EPNI) for training delivery Others Y Communication Services in the Shanwick Area Additional information: Provision of services in other State(s): Functional separation from Regulatory Authority Y Annual Report published: Y Report published internally and submitted to NSA but not publicly available. ANSP Web site: LSSIP Year 2016 Ireland 11 Released Issue

24 ATC systems in use Main ANSP part of any technology alliance 1 Y COOPANS FDPS Specify the manufacturer of the ATC system currently in use: Upgrade 2 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit SDPS Specify the manufacturer of the ATC system currently in use: Upgrade of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? ATC Unit Thales ATM (COOPANS) Multiple ATM system updates on a rolling basis as required. System will be continually updated Major upgrade 2019 Shannon, Dublin, Cork and Baldonnell Thales ATM (COOPANS) Multiple ATM system updates on a rolling basis as required. System will be continually updated Major upgrade 2019 Shannon, Dublin, Cork and Baldonnell ATC Units The ATC units in the Irish airspace, which are of concern to this LSSIP, are the following: ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Shannon 12 2 London FIR, Brest FIR and Shanwick FIR Dublin 4 2 London Scottish and Shannon TWR and Approach service co-located at Shannon Airport as part of IAA Terminal Services Business Unit TWR for Dublin Airport Cork 0 2 Shannon TWR and Approach service co-located at Cork Airport as part of IAA Terminal Services Business Unit Baldonnel Military Air Base 1 Shannon TWR for Baldonnel Air Base 1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2016 Ireland 12 Released Issue

25 Airports General information Dublin Airport Authority - a commercial semi-state company operates two main airports (Dublin and Cork) in Ireland. A new Shannon Airport Authority was established on January 1 st 2013 and now has total responsibility for the running and development of Shannon airport. Airport(s) covered by the LSSIP Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2016 (also known as the ESSIP Plan) Annex E, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. Dublin Airport is the only airport covered in this LSSIP Military Authorities The military authorities and their interests are represented in the National Airspace Policy Body and the Standing Civil/Military Air Navigation Committee. The civil military coordination procedures and practices are contained in a Letter of Agreement (LoA) between the Department of Defence and the IAA. Irish Military Authorities have neither regulatory nor service provision responsibilities as far as civil aviation is concerned. Military ATC units share the same facilities and systems as the civil units but they only manage the traffic within the military areas. Any military airplane transiting civil airspace will be controlled by a civil ATC unit. Their regulatory, service provision and user role in ATM are detailed below. Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? Level of such legal provision: Air Corps Regulation Authority signing such legal provision: General Officer Commanding Air Corps These provisions cover: Rules of the Air for OAT Y Y GAT Provision of service for GAT by the Military governed by national legal provisions? Level of such legal provision: N/A Authority signing such legal provision: N/A These provisions cover: Organisation of military ATS for OAT Y Organisation of military ATS for GAT N OAT/GAT Coordination Y OAT/GAT Coordination N/A ATCO Training Y ATCO Training N/A ATCO Licensing Y ATCO Licensing N/A ANSP Certification Y ANSP Certification N/A ANSP Supervision Y ANSP Supervision N/A Aircrew Training Y ESARR applicability N/A N LSSIP Year 2016 Ireland 13 Released Issue

26 Additional Information: NA Aircrew Licensing Means used to inform airspace users (other than military) about these provisions: Y Additional Information: NA Means used to inform airspace users (other than military) about these provisions: National AIP N/A National AIP N/A National Military AIP N/A National Military AIP N/A EUROCONTROL eaip N/A EUROCONTROL eaip N/A Other: Other: Oversight OAT National oversight body for OAT: Air Corps Baldonnel Additional information: N/A GAT NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A Additional information: N/A Service Provision role OAT GAT Services Provided: Services Provided: En-Route Y MIL En-Route N/A Approach/TMA Y MIL Approach/TMA N/A Airfield/TWR/GND Y MIL Airfield/TWR/GND N/A AIS Y MIL AIS N/A MET N National MET Authority MET N/A SAR Y MIL SAR N/A TSA/TRA monitoring Y MIL FIS N/A Other: N/A Other: N/A Additional Information: Additional Information: Military ANSP providing GAT services SES certified? N If YES, 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/A N/A Y User role IFR inside controlled airspace, Military aircraft can fly? OAT only N GAT only Y Both OAT and GAT N If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing N/A Within specific corridors only N/A Within the regular (GAT) national route network N/A Under radar control N/A Within a special OAT route system N/A Under radar advisory service N/A LSSIP Year 2016 Ireland 14 Released Issue

27 If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Y Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N CNS exemptions: RVSM N 8.33 N Mode S N ACAS N Others: N/A Flexible Use of Airspace (FUA) Military apply FUA requirements as specified in the Regulation No 2150/2005: FUA Level 1 implemented: FUA Level 2 implemented: FUA Level 3 implemented: Y Y Y Y LSSIP Year 2016 Ireland 15 Released Issue

28 Chapter 2 Traffic and Capacity 2.1. Evolution of traffic in Ireland Ireland - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast 2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F A = Actual F = Forecast EUROCONTROL Seven-Year Forecast (September 2016) IFR flights yearly growth 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F H 9.3% 6.6% 3.4% 1.7% 2.5% 1.8% 1.8% Ireland B 0.3% 2.8% 5.4% 9.0% 5.1% 1.8% 1.8% 2.0% 1.0% 1.1% L 8.7% 3.6% 0.3% 0.7% 1.1% 0.7% 0.9% ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1% 2016 Traffic in Ireland increased by 7.9% during Summer 2016 (May to October inclusive), when compared to Summer The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 1.3% and 3.2% during the planning cycle, with an average baseline growth of 2.4%. LSSIP Year 2016 Ireland 16 Released Issue

29 2.2. Dublin ACC Traffic and en-route ATFM delays EIDWACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2016 to 31/10/ Performance summer 2016 En-route Delay (min/flight) - Summer Capacity Traffic Evolution 2016 Capacity Baseline Ref value Actual gap % 64 (+8%) No Average enroute delay per flight remained at zero minutes per flight in Summer 2016 as in Capacity Plan: +3% Achieved Comments A-CDM at Dublin airport No Implementation due 2017 Improved ATFCM, including STAM UK / Ireland FAB initiatives On-going recruitment to maintain staff levels Cross rating training Tower electronic strips No Implementation due 2017 linked to A-CDM Minor upgrade of the ATM system Sector capacity re-evaluation (CAPAN) Maximum configuration: 4 sectors Yes 4 sectors were opened Summer 2016 performance assessment The ACCESS measured baseline of 64 indicates the capacity available during the measured period. The peak 1 hour demand was 57 and the peak 3 hour demand was 47. Yes Yes Yes Yes Yes Yes LSSIP Year 2016 Ireland 17 Released Issue

30 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. Capacity Profiles ACC 2016 Profiles (hourly movements and % increase over previous year) baseline H 68 6% 69 1% 71 3% Ref. 66 3% 67 2% 68 1% EIDW 64 L 64 0% 65 2% 66 2% Open 66 3% 67 2% 68 1% C/R 66 3% 67 2% 68 1% Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Improved ATFCM, including STAM UK / Ireland FAB initiatives On-going recruitment to maintain staff levels Cross rating training New parallel runway 28R/10L Upgrade of the ATM system Max sectors Planned Annual Capacity Increase 3% 2% 1% 1% 1% Reference profile Annual % Increase 3% 2% 1% N/A N/A Difference Capacity Plan v. Reference Profile 0% 0% 0% N/A N/A Annual Reference Value (min) N/A N/A Summer reference value (min) N/A N/A Additional information IAA expects traffic increase for Dublin in its forecast for 2017 to be from 5.5% to 6.5%. LSSIP Year 2016 Ireland 18 Released Issue

31 The graphs above shows an outline of available sector configurations for a typical weekday and a weekend day for summer Planning Period Outlook No capacity issues are foreseen for Dublin ACC during the planning period due to the continuous improvements. However a capacity gap could be experienced throughout the planning period if the traffic continues to grow close to the high traffic forecast. Dublin utilises one runway for most of its operations while an alternative runway is available when specific wind directions prevail. Continued traffic growth in the High growth hypothesis will increase the possibility of ATFM restrictions due to Aerodrome Capacity at Dublin Airport as the airport infrastructure tries to cope with the increased level of operations. LSSIP Year 2016 Ireland 19 Released Issue

32 2.3. Shannon ACC Traffic and en-route ATFM delays EISNACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2016 to 31/10/ Performance summer 2016 En-route Delay (min/flight) - Summer Capacity Traffic Evolution 2016 Capacity Baseline Ref value Actual gap +7.8 % 128 (+3%) No Average enroute delay per flight remained at zero minutes per flight in Summer 2016 as in Capacity Plan: 2% Achieved Comments Low level FRA No Planned October 2017 Improved ATFCM, including STAM UK / Ireland FAB initiatives R-LAT (Dec 2015) CPDLC (FANS and ATN) Developing Queue Management programme (London Heathrow XMAN) SPO On-going recruitment to maintain staff levels Minor ATM system upgrade Sector capacity re-evaluation (CAPAN) Extra sectors as required Dynamic sectorisation available Yes Yes Yes Yes Yes Yes Yes Yes Yes Maximum configuration: 12 sectors Yes 10 sectors open Summer 2016 performance assessment The ACCESS measured baseline of 128 indicates the capacity available during the measured period. The peak 1 hour demand was 117 and the peak 3 hour demand was 106. Yes LSSIP Year 2016 Ireland 20 Released Issue

33 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. Capacity Profiles ACC 2016 Profiles (hourly movements and % increase over previous year) baseline H 128 0% 129 1% 130 1% Ref % 128 0% 129 1% EISN 128 L 128 0% 128 0% 128 0% Open 128 0% 128 0% 129 1% C/R 128 0% 128 0% 129 1% Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace LARA Implementation R-LAT Phase 2 Improved ATFCM, including STAM UK / Ireland FAB initiatives Procedures Staffing Technical Significant Events Terrestrial ADS-B CPDLC(FANS and ATN) Developing Queue Management programme (London Heathrow XMAN) On-going recruitment to maintain staff levels ATM system upgrade Space-based ADS-B Extra sectors as required Dynamic sectorisation available New Contingency Centre EU ADS-B Mandate Max sectors Planned Annual Capacity Increase 2% 2% 2% 2% 2% Reference profile Annual % Increase 0% 0% 1% N/A N/A Difference Capacity Plan v. Reference Profile 2.3% 4.7% 6.2% N/A N/A Annual Reference Value (min) N/A N/A Summer reference value (min) N/A N/A Additional information LSSIP Year 2016 Ireland 21 Released Issue

34 The graphs above show an outline of available sector configurations for a typical weekday and a weekend day for summer Planning Period Outlook Shannon is a complex airspace due to the variable North Atlantic traffic flow, but the dynamic sectorisation scheme in the upper airspace and the sufficient number of ATM staff will ensure that the ACC continues to meet the forecast traffic growth. No capacity issues are foreseen for Shannon ACC during the planning period. LSSIP Year 2016 Ireland 22 Released Issue

35 Chapter 3 Master Plan Level 3 Implementation Report recommendations Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to Ireland for all items that require corrective actions and improvements. Reference number REC-2015/1 Corrective actions taken: N/A Recommendation 2015 Operational stakeholders should ensure that the pace of implementation of pre-sesar elements is increased, or at least kept at the same level to ensure timely delivery of SESAR baseline. Description: On track for IAA as part of LSSIP. Local Stakeholders that declared delays in implementation of ATC15.1, ITY-ADQ, NAV10 to take corrective measures to REC-2015/2 reduce the implementation delays, or at least ensure that these delays are not increased. Corrective actions taken: YES Ownership All operational stakeholders Local Stakeholders Description: 1. ATC15.1: Implementation of LARA seen as the enabler to complete this objective 2. ITY-ADQ: Full rollout of ASSET system to meet this requirement in full due NAV10: AIRLA project launched July 2016 to update all IAA delivered IFPs to include APV (Regional Airports included in this project- full update as part of LSSIP Report 2017 ANSPs should use the momentum created by PCP funding REC-2015/7 opportunities to secure and achieve full interoperability in line with Master Plan Level 1 vision. Corrective actions taken: Yes-partially ANSPs benefiting from EU funding Description: Technology division charged with accessing SESAR funding. Note delivery in 2016 of SESAR JU funded Remote Tower Project. LSSIP Year 2016 Ireland 23 Released Issue

36 Chapter 4 National Projects A-CDM Enhancements EIDW (2015_078_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/ /11/2017 Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: The implementation of CDM at Dublin Airport in line with EUROCONTROL CDM Manual is at rollout phase. Full implementation was planned for rollout in May However, there is likely to be a delay to this activity in order to ensure that all operators are fully briefed. As implementation post-may 2017 runs into the Summer traffic period, it is likely that ACDM will not be fully implemented until Q Delivering functionality enhancements to basic A-CDM package to cater for EIDW specific requirements - Additional integrations with Airlines and Ground Handlers of A-CDM related data this was initially anticipated to be entered directly into the A-CDM (AOS) platform - Enhancing information sharing between DAA and all A-CDM partners thus providing improved information to the network L3: AOP05 - Name/Code in RP2 Performance Plan: - Y Name/Code in DP2016: Project 2015_078_AF2; Family Aerial Visual Display A-CDM Phase 2 (2015_076_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/ /04/2017 Status: - Description: Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: - Improving Situational Awareness - Assisting A-CDM by automatically capturing On and Off block times; - Tracking aircraft on the ground, vehicles - Allowing graphic representation of availability of stands during winter operations - Allowing playback of events for incident investigation - Alerting if vehicles enter a closed area (eg. closed taxiway, construction site etc) L3: AOP04.2, AOP05 - Name/Code in RP2 Performance Plan: - Y Name/Code in DP2016: Project 2015_076_AF2; Family LSSIP Year 2016 Ireland 24 Released Issue

37 Communications - Migration to VOIP and System Wide Information Management (SWIM) capabilities Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: Project included in DP2016: Ongoing. System update planned Full completion planned The project to migrate to Voice Over Internet Protocol (VOIP) and develop System Wide Information Management (SWIM) capabilities is required to meet SESAR requirements. L3: COM11 PCP AF5 - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - - Communications - VHFTX/RX & VCCS replacement (four locations) Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: VCS replacement planned: - Shannon Tower Q Completed Q Shannon ACC (En route) Q Dublin Q Cork TBC Full project planned for completion The majority of capital investment in the communications area is associated with the replacement of the current Voice Communication System (VCS), which will run until The upgrade involves the installation of new systems at all IAA ATC facilities, at Shannon, Shannon Tower, Dublin and Cork. In the period the IAA is planning to replace the main VHF Transmitters, Receivers and Antenna systems, as these have been is service since 2006 and will need to be replaced in RP2 as they will have reached their EOL. The IAA maintains a distributed network of VHF Receivers and Transmitters. L3: ITY-AGVCS2 Environment: - Capacity: Cost-efficiency: Operational efficiency: - - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - - Ensuring business continuity and safety of service for air traffic operations. Enables air space sectors to be controlled with fewer ATCO's thereby increasing capacity, particularly at peak times. Increased cost-efficiency. LSSIP Year 2016 Ireland 25 Released Issue

38 Contingency Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Status: Description: Link and references ATM MP links: - Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Environment: - Capacity: Cost-efficiency: Operational efficiency: - Planned completion for Q following ATM system testing and validation. The IAA has completed the construction of a new contingency facility which will have the potential to provide near full Shannon capacity and is close enough to the Shannon En route centre, to avoid any of the distance related staffing issues associated with dispatching staff to the contingency facility at Dublin ACC. - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - Enhanced contingency. - The capacity of the en-route contingency centre at Ballygirren will increase to up to 100% of en route traffic demand if deployed. Increased cost-efficiency. Display TOBT TSAT at the Gate (2015_074_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/ /12/2017 Status: Description: Link and references This issue has been raised at the Dublin Airport Operations forum and is being addressed by DAA. - Consolidating the Pre-departure Sequence and enhancing predictability by implementing highly recommended milestones: In-bloc (AIBT - milestone n 7 - Airport CDM Manual V4) and Off-bloc (AOBT- milestone n 15 - Airport CDM Manual V4). - Displaying key A-CDM information eg TOBT, TSAT to all stakeholders located at the Gate: Pilots, Ground Handler and AO. ATM MP links: L3: AOP05 L2: AO-0101 Other links: - Project included in RP2 Performance Plan: Project included in DP2016: - Name/Code in RP2 Performance Plan: - Y Name/Code in DP2016: Project 2015_074_AF2; Family LSSIP Year 2016 Ireland 26 Released Issue

39 Dublin Airspace Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Status: Description: Link and references ATM MP links: GNSS updates for RWY 10 approaches completed in the remaining RWY will be included as part of ongoing updated to IAPs. Completed Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Enhancement to Dublin procedures including GNSS approaches. L3: NAV10 Environment: - Capacity: Cost-efficiency: - Operational efficiency: - - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - Increase safety. Increase capacity. - LSSIP Year 2016 Ireland 27 Released Issue

40 Electronic Flight Strip (EFS) Implementation (2015_162_AF2) Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 01/01/ /05/2017 Status: EFS Will be rolled in Dublin by April/2017 and will be fully operational by 16th May 2017 Description: Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Environment: Capacity: Dublin air traffic control operations currently utilise manual paper strips in the tower to coordinate and control airport movements on the ground and in the immediate vicinity of the airport. To improve efficiency and safety of tower operations, Dublin plans to introduce an Electronic Flight Progress Strips (EFPS) system. EFPS will simplify the handling of aircraft movements by air traffic controllers and provide enhanced safety nets. It will eliminate the requirement for tower personnel to print and manually annotate paper strips and will provide an electronically stamped record of all controller interactions with the system and therefore, of all aircraft movements at and around the airport. Project Objective: - Implementation of an Electronic Flight Strip system. - Enhancing information sharing between IAA and A-CDM partners. - Contributing to the implementation of A-CDM at Dublin Airport. L3: AOP12 Cost-efficiency: - Operational efficiency: - - Name/Code in RP2 Performance Plan: - Y Name/Code in DP2016: Project 2015_162_AF2; Family EFPS will enhance safety in the tower operations environment by providing electronic barriers to the inappropriate movement of strips, thereby giving warnings to ATCOs of errors before they are made. Reduce taxi time - sequences taxi time better. Improves the runway through put - when linked with Dublin's Automated Surface Movements Guidance Control System (ASMGCS) it will allow more effective co-ordination with the stop-bar system. LSSIP Year 2016 Ireland 28 Released Issue

41 FDP - COOPANS Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Continuous upgrades (Yearly rollout release). Next major upgrade planned for Ongoing. Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Environment: Capacity: The objective of COOPANS (Cooperation for Procurement of ANSP Systems) is to establish a single FDP system that would be deployed by the COOPANS partners (currently IAA, LFV, NAVIAIR, CCL and Austro Control). Build 1 was deployed into operation in The overarching aim of the COOPANS cooperation is to achieve financial savings and reduced investment risks for every ANSP by harmonising, standardising and consolidating the activities of the participating ANSPs. L3: ATC12.1, FCM03, ITY-FMTP - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - - There are critical safety benefits arising from this project. Project improves aircraft sequencing and thus reduces holding. There are capacity benefits resulting from this project. Cost-efficiency: The cooperation reduces system development costs by approximately 30 per cent when compared with the costs each partner would incur if it had to develop the technology independently. Operational efficiency: - LSSIP Year 2016 Ireland 29 Released Issue

42 FDP - Emergency Air Situation Display System Replacement Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Status: System implemented and operational Upgrade completed in Description: Link and references ATM MP links: - Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Environment: - Capacity: Cost-efficiency: Operational efficiency: - The current Emergency Air Situation Display System (EASDS) was introduced into operational service in It is used as a contingency ATC / FDP system in the event of a major failure of the 'COOPANS' system. The existing supplier is no longer providing support for the product and the plan is to identify a new support partner to support the product and provide system upgrades. If this is unsuccessful the IAA will have to replace the existing system. - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - - Business continuity in the event of a COOPANS failure pending entry into operational use of Contingency Centre. Facilitates the declared capacity of the COOPANS system - requirement for paperless environment. Increased cost-efficiency. Initial implementation of DMAN (2015_161_AF2 ) Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 01/01/ /05/2017 Status: Project close to completion. Electronic Flight Strips planned for operational introduction on 16th May The D-MAN functionality will be added when A-CDM is implemented locally at EIDW (planned Q3 2017) in line with DAA rollout. Description: - Contributing to the implementation of A-CDM at Dublin Airport - Enhancing information sharing between IAA and A-CDM partners - Implementation of the DMAN as a component of the Electronic Flight Strip system. Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: L3: AOP05 - Name/Code in RP2 Performance Plan: - Y Name/Code in DP2016: Project 2015_161_AF2; Family LSSIP Year 2016 Ireland 30 Released Issue

43 Lower Airspace review Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Q Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Project Ongoing. Initial Customer consultation Q1/Q First routes removed Q Remaining relevant routes are scheduled to be removed in Q A small number of conventional routes will remain below FL95, to support conventionally equipped aircraft. Removal of ATS routes from lower airspace. Introduction of FRA airspace in the airspace below FL245 and optimisation of continuous climb and descent operations. L3: AOM21.2 Environment: - Capacity: Cost-efficiency: Operational efficiency: - - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - Increase safety. Increase capacity. Increase cost-efficiency. - LSSIP Year 2016 Ireland 31 Released Issue

44 Surveillance & Navigation - ILS programme Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Updated and under continuous review. Status: A full review of present systems will be under taken 2016/17 Description: Link and references ATM MP links: - Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: Environment: - Capacity: Cost-efficiency: Operational efficiency: - Instrument Landing System -There are presently 7 ILSs supported by the IAA, at Cork, Shannon, and Dublin Airports. Two additional ILS systems are planned for the future North Runway 10L/28R in Dublin. ILS systems are critical to the safe and effective operation of terminal and approach services. The existing IAA ILS systems entered operational service in the period and thus provision is made for their replacement on the grounds of anticipated EOL during RP2. ILS Systems are flight calibrated annually and are subject to significant planned annual maintenance in order to ensure high levels of availability. Based on reduced system performance, or system obsolescence the IAA will replace these systems so as to ensure terminal and approach services are not adversely impacted. - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - Fundamental safety requirement. Retaining capacity. Increased cost-efficiency. - LSSIP Year 2016 Ireland 32 Released Issue

45 Surveillance & Navigation - Radar replacement Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Status: Description: Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Safety: 2015-Onwards The Replacement of the Dublin2 Radar is a critical operational requirement for existing national surveillance dual coverage capabilities, to support the 3NM separation requirements in the Dublin Terminal area. In order to maintain 3NM separation in Dublin Airspace at all times, a new Radar is to be installed at a new site, and then Dublin Radar 2 will be replaced at its current site. This will result in the Dublin Surveillance infrastructure supporting 3NM separation, during periods of Radar failure or maintenance. As WAM coverage is best within the footprint of WAM receivers, WAM coverage of the Irish Sea will not meet coverage and accuracy requirements. The IAA plans to commence trials with terrestrial and Space Based ADS-B in 2017 with a view to delivering a layer of ADS-B coverage of the airspace to supplement Radar coverage and ultimately facilitate the IAA in reducing the number of Radars to be replaced in All IAA airspace has Mode S coverage sine end ADS-B operations including Space based ADS-B under evaluation. As a consequence of the national Radar Replacement program, a layer of Mode-S coverage of all IAA airspace has been delivered. One older combined Primary and Secondary Radar in Dublin has now come to end of life and is to be replaced with two Mode-S capable Radars, from WAM cannot provide the Irish Sea coverage required and ADS-B equipage is not mandated in the airspace until L3: ITY-SPI Environment: - Capacity: - Cost-efficiency: Operational efficiency: - - Name/Code in RP2 Performance Plan: - Name/Code in DP2016: - - Additional layer of surveillance; contingency; potentially better coverage at lower levels. ADS-B/WAM provides potentially better coverage at lower levels, with lower opex. LSSIP Year 2016 Ireland 33 Released Issue

46 Universal Mobile Display System (UMDS) solution to support A-CDM Implementation (2015_077_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/ /01/2017 Status: - Description: Link and references ATM MP links: Other links: - Project included in RP2 Performance Plan: Project included in DP2016: - Sharing A-CDM information with all A-CDM partners at the airport on mobile devices - Providing powerful functionalities to integrate, operate and monitor information distribution L3: AOP05 - Name/Code in RP2 Performance Plan: - Y Name/Code in DP2016: Project 2015_077_AF2; Family LSSIP Year 2016 Ireland 34 Released Issue

47 Chapter 5 Regional Co-ordination 5.1. FAB Co-ordination Implementation of AIXM 5.1 B2B data exchange with NM is ongoing in the UK (2017) and IE (2017) COTR implementation is completed in both States The implementation of automatic exchange of the AFP messages is ongoing in IE (2017) and late in the UK (2020) OLDI implementation is ongoing in the UK (2018) and N/A in IE. MONA function complete in IE and implementation ongoing in the UK (2020) Implementation of FRA is completed in IE and ongoing in the UK (2017) Basic AMAN planned in Manchester and Stansted, implemented in Heathrow, Gatwick and Dublin. Extended AMAN implemented in the UK and ongoing in IE (2018) RNAV-1 implemented in IE and the UK APV procedures partly completed in both States A-SMGCS Level 1 and 2 implemented in Stansted, Gatwick, Edinburgh and Dublin. Late in Manchester (planned for Level 2), Birmingham and Heathrow A-CDM completed in Gatwick and Heathrow, partly in Manchester and Edinburgh, planned in Dublin, late in Stansted, Luton and Birmingham Dublin, Manchester, Gatwick, Heathrow and Stansted in list for mandatory implementation of PCP AF2 functionalities Migration to AMHS completed in IE, ongoing in the UK (Q1/2017) AGDL implemented in IE, ongoing implementation in the UK (2018) Implementation of FMTP provisions completed in both States Implementation of AIXM 5.1 B2B data exchange with NM is ongoing in the UK (2021) and IE (Q1/2018) LSSIP Year 2016 Ireland 35 Released Issue

48 A UK/Ireland FAB Joint Safety Management Arrangements document has been developed by the IAA and NATS and accepted by the NSAs of Ireland and UK. This provides for a harmonised approach to safety management and safety assurance across the ANSPs and have been used on all FAB projects since their development. The IAA and NATS have operated a FAB Joint Network Management solution since Based at NATS Swanwick Centre, the Flow Management Position provides network management services for the FAB airspace. This joint solution continues to optimise the capacity of airspace in the vicinity of the FIR boundary and has permitted a more effective streaming of traffic flows between the FAB ANSP partners. The UK/Ireland FAB partners will, during RP2 ( ), reduce the average cost per flight of ATM service provision by close to 20%. Additionally, total cumulative customer savings enabled by the FAB are expected to exceed 336 Million by 2020 (including the value of enabled cuts to fuel burn & CO2 emissions). Both UK/Ireland FAB partner ANSPs operate to global industry best practices and in full compliance with all European and National security legislation. The ANSP partners in the UK/Ireland FAB operate to the highest levels of operational efficiency and will continue to do so in order to enhance safety, lower costs, reduce delays and cut emissions in compliance with the challenging targets of the FAB RP2 performance plan. Changes in airspace design and operational procedures by the UK/Ireland FAB partners will facilitate the savings of 330,000 tonnes of fuel and a reduction of 1.06 Million tonnes of CO2 emissions by LSSIP Year 2016 Ireland 36 Released Issue