Local Single Sky ImPlementation LSSIP NETHERLANDS

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

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5 Document Title LSSIP Year 2017 for Netherlands Infocentre Reference 18/02/26/32 Date of Edition 24/08/2018 LSSIP Focal Point Arjan Vermeij LSSIP Contact Person Jorge Pinto Status Released Issue Intended for Agency Stakeholders Available in Reference Documents LSSIP Documents LSSIP Guidance Material Master Plan Level 3 Plan Edition 2017 Master Plan Level 3 Report Year 2016 European ATM Portal STATFOR Forecasts Acronyms and abbreviations National AIP FAB Performance Plan and LSSIP Year 2017 Netherlands Released Issue

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7 APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2017 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid dawn in the European ATM Master Plan Level 3 Implementation Plan - Edition 2017 (also known as the ESSIP Plan). Stakeholder / Organisation Position Signature Ministry of Infrastructure and Water Management (MoT) Mr R. Huyser Director Civil Aviation Human Environment and Transport Inspectorate (CAA-NL) Ms J.P.A. Lame Director Civil Aviation O p \o.<;;t Authori!Y dq. f?.c J \lei...k6cxon-. Olt'.::r-1 I?,, 8-18 Ministry of Defence (MoD) Cdre. J.P. Apon Ad. "l LJ.wL l... u, _ [)irector Military.. Avlation Authority ATS Provider (LVNL) Mr M. van Dorst Chairman of the Executive Board Royal Netherlands Airforce (RNLAF) Air Com. A. Steur Director of Operations Amsterdam Airport Schiphol (AAS) Mrs. B. Otto Chief Operations Officer

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

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11 Executive Summary National ATM Context The Dutch Airspace Vision is an initiative from the Ministry of Infrastructure and Water Management (MoT) and the Ministry of Defence (MoD) and is a strategic policy document about the future development and strategy regarding the organisation, use and management of Dutch airspace. ANSPs are currently in the process of implementing the Airspace Vision in several projects and measures. Currently, due to increasing air traffic demand over the last three years, ANSPs operational resource limitations and the decision to put FABEC project CBALand/Central West on hold, MoT, MoD and ANSPs are reviewing and redesigning the Airspace Vision implementation scheme to include current challenges and have a sustainable planning for the next 5 years. Air Traffic Control the Netherlands (LVNL), Royal Netherlands Air Force (RNLAF) and MoTMoD reached an agreement in 2014 to implement the colocation of military functions at LVNL Schiphol facilities in Implementation has been finalized on the 7th of December Furthermore, RNLAF has transferred OAT service provision above FL245 as from the 27 th of April 2017 to MUAC.A study on further cooperation in the field of supervision has been conducted and led to the conclusion that for the time cooperation will take place on the level of colocation of the Military Aviation Authority (MAA) and the Civil Aviation Authority (CAA) in As from 2015 the MAA is colocated at the premises of the CAA. MoT and MoD are considering next steps to be taken in the field of further cooperation on ATM governance. Further steps in civilmilitary cooperation are expected since colocation of military functions has been completed. In 2015 the Dutch government approved the expansion plans of Lelystad Airport, current expected operational date is spring of Furthermore in 2015 Lelystad Airport NV, LVNL, RNLAF and MoTMoD signed an intention agreement on the establishment of air traffic service provision at Lelystad Airport. In order to create capacity for huboriented traffic at Schiphol, Lelystad will be developed for nonconnecting flight operations. The total capacity in the Netherlands will increase with the development of Lelystad Airport. Air traffic control services will be provided by LVNL (tower control services) and RNLAF (approach and departure control services). Traffic and Capacity Based on NM archived data, traffic in the Netherlands increased by 2.4% during Summer 2017 (May to October), when compared to Summer The EUROCONTROL SevenYear Forecast predicts an average annual traffic growth between 0.2% and 2.6% with an average baseline growth of 1.5 % throughout the planning cycle. The average enroute delay per flight slightly increased from 0.14 minutes per flight during Summer 2016 to 0.17 minutes per flight in Summer % of the delays were for the reason ATC Capacity, and 22% for the reason Weather. The ACC capacity baseline was measured with ACCESS at 148, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 140 during the measured period and an average peak 3 hour of 121. No capacity problems are foreseen in the current planning cycle. LSSIP Year 2017 Netherlands 1 Released Issue

12 Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the presesar and PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter PCP objectives are marked as such, the rest except AOP14, ATC02.9, ATC18 and NAV12 are considered presesar. The four aforementioned objectives are neither presesar nor PCP and will be part of an overall future indicator covering the SESAR 1 phase. Note that two objectives AOM19.1 and FCM05 are considered as both part of the presesar and PCP so their progress contributes to the percentage of both phases. The objectives declared Achieved in previous editions (up to, and including, ESSIP Edition ) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. PreSESAR Implementation PCP Implementation % % Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services Advanced Air Traffic Services High Performing Airport Operations Enabling Aviation Infrastructure 70% 77% 96% 88% 23% 1% 2% 3% PreSESAR PCP PreSESAR PCP PreSESAR PCP PreSESAR PCP LSSIP Year 2017 Netherlands 2 Released Issue

13 ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter Block % ATM Deployment Outlook State objec ves Deployed in : By 12/2018 By 12/2019 By 12/ Aeronautical Information [ITYADQ] 96% progress Runway excursions [SAF11] 74% progress etod [INF07] 25% progress RealTime Airspace Data [AOM19.2] 23% progress 8,33 khz below FL195 [ITYAGVCS2] 92% progress Aircraft Identification [ITYACID] 82% progress APV Procedures [NAV10] 78% progress NewPENS [COM12] 17% progress Traffic Complexity [FCM06] 85% progress AMAN to enroute [ATC15.1] 50% progress Voice over IP [COM11] 0% progress AMHS [COM10] 81% progress STCA EnRoute [ATC02.2] 51% progress Coordination and transfer [ATC17] 44% progress ASM Tools [AOM19.1] 26% progress Interactive Rolling NOP [FCM05] 25% progress ASM/ATFCM process [AOM19.3] 4% progress RNP 1 for TMA Operations [NAV03.2] 2% progress STAM Phase 2 [FCM04.2] 0% progress Extended Flight Plan [FCM08] 0% progress LSSIP Year 2017 Netherlands 3 Released Issue

14 Airport objec ves EHAM Amsterdam Airport Deployed in : By 12/2018 By 12/2019 By 12/ Airport CDM [AOP05] 90% progress Initial Airport Operations Plan [AOP11] 3% progress CCOs [ENV03] 100% progress Airport Safety Nets [AOP12] 5% progress TimeBased Separation [AOP10] 0% progress Airport objec ves EHBK MAASTRICHT/MAASTRICHT AACHEN Deployed in : CCOs [ENV03] 100% progress Airport objec ves EHGG GRONINGEN/EELDE Deployed in : CCOs [ENV03] 100% progress Airport objec ves EHRD ROTTERDAM/ROTTERDAM Deployed in : CCOs [ENV03] 100% progress LSSIP Year 2017 Netherlands 4 Released Issue

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

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17 1. National ATM Environment 1.1. Geographical Scope 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 EASA 2003 ICAO 26/03/1947 NATO 04/04/1949 ITU 01/01/1866 Geographical description of the FIR(s) The geographical scope of the Netherlands LSSIP addresses the Amsterdam FIR below FL245 for civil aviation, and the whole Amsterdam FIR for military aviation. Additionally, the regulatory responsibilities above FL245 with regard to GAT are laid down in the MUAC LSSIP, in agreement with the other States involved. The following map shows the geographical situation of the Dutch airspace. LSSIP Year 2017 Netherlands 6 Released Issue

18 Airspace Classification and Organisation 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 CTA East 1, East 2, West, South 1 and South 2 2. Nieuw Milligen CTA North 3. Schiphol TMA 1, 2, 3, 4, 5 and 6 4. Airway L179 Class B 1. Maastricht TMA 2 2. Nieuw Milligen TMA A and C above FL 065 (FL 095 ¹) 3. Nieuw Milligen TMA D above FL Nieuw Milligen TMA E above FL 065 ² ¹) FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and Holidays. ²) SUN 2300 to FRI 1600 (SUN 2200 to FRI 1500), excluding Holidays. Class C 1. Amsterdam UTA 2. CTRs: Schiphol, Rotterdam, Eelde, Maastricht and Military CTR Eindhoven 3. Eindhoven TMA 1,2,3 and 4 4. Brussels CTA East Four A, Liege TMA One and Two LSSIP Year 2017 Netherlands 7 Released Issue

19 Class D 1. Maastricht TMA 1 2. Military CTRs: Deelen, De Kooy, De Peel, Gilze Rijen, Leeuwarden,, Volkel, Woensdrecht 3. Niederrhein CTR in Amsterdam FIR 4. Kleine Brogel CTR in Amsterdam FIR Class E 1. Eelde TMA 2. Rotterdam TMA 1, 2 and 3 3. Nieuw Milligen TMA A, C, E at or below FL 065 (FL 095 ¹) 4. Nieuw Milligen TMA B, G1 and G2 5. Nieuw Milligen TMA D at or below FL 065 ¹) FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and Holidays. Class F Class G Nil All other airspace not mentioned above 1.2. National Stakeholders The main National Stakeholders involved in ATM in the Netherlands are the following: The Ministry of Infrastructure and Water Management (MoT, Ministerie van Infrastructuur en Waterstaat ); The Human Environment and Transport Inspectorate (ILT (CAANL), Inspectie Leefomgeving en Transport ); The Ministry of Defence (MoD, Ministerie van Defensie ) Military Aviation Authority (MAA, Militaire Luchtvaart Autoriteit ); Air Traffic Control the Netherlands (LVNL, Luchtverkeersleiding Nederland ); Royal Netherlands Air Force (RNLAF, Koninklijke Nederlandse Luchtmacht ); The Netherlands Air Traffic Committee (LVC, Luchtverkeerscommissie); The EUROCONTROL Maastricht Upper Area Center (Maastricht UAC). Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. LSSIP Year 2017 Netherlands 8 Released Issue

20 1. The Ministry of Infrastructure and Water Management (MoT, Ministerie van Infrastructuur en Waterstaat ) is the State authority for civil aviation in the Netherlands. Within MoT, the Directorate General for Civil Aviation and Maritime Affairs (DGLM, DirectoraatGeneraal Luchtvaart en Martitieme Zaken ) is responsible for the development of aviation policy and legislation, including transport, environment and safety. 2. Policy implementation and supervision are delegated to the Human Environment and Transport Inspectorate (ILT (CAANL), Inspectie Leefomgeving en Transport ), also a part of MoT. Within the framework of the Single European Sky (SES), a part of the Human Environment and Transport Inspectorate performs as the National Supervisory Authority (NSA). 3. The Ministry of Defence (MoD, Ministerie van Defensie ) is the State military authority for military aviation in the Netherlands. As established in the Aviation Act, airspace regulation is a shared responsibility between the civil and military authorities and is effected by MoT in agreement with MoD. Within MoD, the Military Aviation Authority (MAA, Militaire Luchtvaart Autoriteit ) is on behalf of the Minister of Defence responsible for policy, regulation, certification and auditing of the military aviation system. The MAA closely cooperates with the civil authorities DGLM and ILT (CAANL). The MAA is embedded in a joint civil military policy unit in the Dutch MoT. MUAC arrangements with military relevance are subject for coordination between MUAC/NL MOT/NSA with the Dutch MAA. The Royal Netherlands Air Force (RNLAF; Commando Luchtstrijdkrachten (CLSK)) is one of the operational commands within the MoD and provides Air Traffic Services in part of the airspace formally assigned, including all the military aerodromes. Both ministries (MoT and MoD) established a joint ATM policy unit consisting of MoT and MoD staff. This unit is mainly responsible for the coordination and joint preparation of a national, state point of view regarding ATM dossiers. All units involved with ATS provision are in the process of being certified by the MAA. The only remaining entity to be certified is the military meteorological centre (JMG) located at Woensdrecht. The Military training organization was certified in As part of the service provision to military traffic operating as OAT has been transferred to MUAC, this service provider has been accredited in LSSIP Year 2017 Netherlands 9 Released Issue

21 4. Air Traffic Control the Netherlands (LVNL, Luchtverkeersleiding Nederland ) is the major (national civil) air navigation service provider (a corporatized public entity since Jan 1993 Independent Administrative Body (ZBO)). While accountable to MoT for its performance, LVNL is organizationally separated from DGLM and ILT (CAANL). The Aviation Act stipulates that LVNL, together with the military ATS provider 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. 5. The Airspace and Flow Management Unit (AFMU); this body has been formally established by MoD and MoT on the ASM level one by the Netherlands Air Traffic Committee. In practice however AMC an FMU are still separated and manned by respectively MoD (AMC) and LVNL (FMU). As part of the ongoing civilmilitary cooperation it is envisaged to merge the entities into a front and backoffice construction encompassing all ASM related tasks. 6. The Netherlands Air Traffic Committee (LVC, Luchtverkeerscommissie ) functions as a joint civil/military advisory body for the two Ministers responsible for aviation (MoD and MoT). It consists of representatives of both ministries involving the MAA, DGLM and ILT (CAANL) and the service providers while also other adhoc stakeholders, such as airlines, are invited. Flexible Use of Airspace is fully applied by NL. A joint civilmilitary Airspace and Flow Management Unit (AFMU) dealing with the pretactical 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, realtime online coordination takes place between the military and civil ATC centers. 7. For the services provided, 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. Maastricht UAC is outside the scope of this LSSIP and delivers its own LSSIP document. The activities of these main National Stakeholders are detailed in the following subchapters and their organizational charts are shown in Annex B. Other important national stakeholders involved in ATM in the Netherlands are as follows: 8. The Dutch Safety Board (OVV, Onderzoeksraad voor Veiligheid ) carries out the investigations for civil aviation accidents. The OVV is an independent body within the meaning of Art 4(1) of Regulation (EU) No 996/2010 of the European Parliament and of the Council, 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. 9. 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 Annex B The Royal Netherlands Meteorological Institute (KNMI, Koninklijk Nederlands Meteorologisch Instituut ) is an agency within MoT 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. LSSIP Year 2017 Netherlands 10 Released Issue

22 Civil Regulator(s) General Information Civil Aviation in The Netherlands is the responsibility of the Ministry of Infrastructure and Water Management (MoT, Ministerie van Infrastructuur en Waterstaat ). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAANL is further detailed in the following sections. Within MoT, the Directorate General for Civil Aviation and Maritime Affairs (DGLM, DirectoraatGeneraal 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 government and parliament; 3. Royal decrees ( Koninklijke besluiten ); and 4. Ministerial regulations ( ministeriële regelingen ). The legal framework is further complemented by Ministerial orders ( ministeriële besluiten ) and Policy rules ( beleidsregels ), which may have a legal binding status and require publication. At its higher level, the regulatory framework consists of three basic laws: 1. The Act on Aviation ( Wet luchtvaart"), enacted in 1992 by Parliament, which addresses LVNL, MUAC and the military; 2. The Aviation act ( Luchtvaartwet ), enacted in 1959; 3. The Kingdom act concerning Safety Investigation Board, enacted in MoT (civil) and MoD (military) are both the regulators for the Aviation act, the Act on aviation and the decrees and regulations based on those acts. MoT is the regulator for the Act on the Royal Netherlands Meteorological Institute and the decrees and regulations based on that act. LSSIP Year 2017 Netherlands 11 Released Issue

23 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 Rulemaking Safety Oversight (MoT/DGLM) (MoD) ILT (CAANL) MLA (MAANL) Supervision is in the remit of the ILT for civil aviation Supervision is in the remit of the MAANL for military aviation Act on aviation (Wet luchtvaart), chapter V; Regulations (EC) 549/2004, 550/2004, 551/2004, 552/2004 and 1070/2009. Act on aviation, article 11.1, par. 1, sub section b; Ministerial order regarding the appointment of aviation supervisors (Besluit aanwijzing toezichthouders luchtvaart); Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016; Enforcement actions in case of noncompliance with safety regulatory requirements ILT (CAANL) MLA (MAANL) Enforcement is in the remit of the ILT for civil aviation Enforcement is in the remit of the MAANL for military aviation Ministerial order regarding the establishment of ILT (Instellingsbesluit Inspectie Leefomgeving en Transport), article 2, par. 2, subsection c. ILT is the nominated NSA as from 1 January Act on aviation, article 11.15, subsection b, under 2 up to and including 5, and article 11.16, par. 1, subsection c; Ministerial order regarding the establishment of ILT, article 2, par. 2, subsection c. ILT is the nominated NSA as from 1 January 2012; Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016; Act on aviation, Aviation act and General act on administrative law; Act on aviation, art , Aviation act, art. 6270, Economic offences act, art. 1. LSSIP Year 2017 Netherlands 12 Released Issue

24 Airspace MoT/DGLM together with MoD/MAANL Act on aviation, chapter V, complemented by ministerial decrees and regulations; Economic Environment Security Supervision and enforcement are in the remit of ILT (CAANL) and MoD/MAANL respectively MoT/ DGLM and ILT (CAANL) MoT/ DGLM Supervision and enforcement are in the remit of ILT (CAANL) Ministry of Security and Justice, MoD and MoT/DGLM Rules of the air: Decree on air traffic rules (Besluit luchtverkeer 2014) and Regulation (EU) Nr. 923/2012 (Standardized European rules of the air); ATM/ANS: Regulations (EC) 549/2004, 550/2004, 551/2004, 552/2004 and 1070/2009 and Regulation (EU) Nr. 923/2012 (Standardized European rules of the air). Act on aviation, article 5.43, par. 3; In providing its function as an NSA, ILT uses economic expertise from MoT/DGLM, which has such expertise as being responsible for the content of the economic/financial and performance regulation. The Airport traffic decree for Schiphol Airport (Luchthavenverkeerbesluit Schiphol), chapters III en IV, provides rules for route and runway use, which service provider LVNL must comply with. This decree also provides rules to comply with the values for noise maximum, external safety and local air pollution. Handling air traffic within limit values is a common responsibility of LVNL, the airlines and Schiphol Airport. Aviation act (Luchtvaartwet), chapter IV, section 3A, holds the Minister of Security and Justice responsible for security of civil aviation; Accident investigation Supervision and enforcement are in the remit of police and customs officers, and of MoD respectively The Dutch Safety Investigation Board (OvV) Decree on air traffic rules (Besluit luchtverkeer 2014); Regulation (EU) Nr. 923/2012 (Standardized European rules of the air); Ministerial regulation on interception of aircraft (Regeling onderschepping luchtvaartuigen). Kingdom act concerning the Safety Investigation Board (Rijkswet Onderzoeksraad voor veiligheid), article 4, par. 1, subsection e. LSSIP Year 2017 Netherlands 13 Released Issue

25 Directorate General for Civil Aviation and Maritime Affairs (DGLM) and the Human Environment and Transport Inspectorate (ILT (CAANL)) By provision of law, MoT is the competent civil ATM regulator. This responsibility is further broken down within the remit of two MoT departments, DGLM and ILT (CAANL) as follows: 1. The DirectorateGeneral for Civil Aviation and Maritime Affairs (DGLM, DirectoraatGeneraal Luchtvaart en Maritieme Zaken ) is responsible for the development of aviation policy and legislation, including transport, environment and safety. The DirectorGeneral 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 MoT/DGLM in agreement with the MoD/MAA. 2. ILT (CAANL) (Human Environment and Transport Inspectorate, Inspectie Leefomgeving en Transport ) is responsible for aviation policy implementation, oversight and enforcement. Part of ILT (CAANL) performs the role and tasks of the NSA NL. ILT (CAANL) also develops (drafts) lower regulations for DGLM. ILT (CAANL) is ISO 9001:2008 certified. DGLM and ILT (CAANL) are organisationally separated from the ATSPs LVNL and MUAC. ILT (CAANL) and LVNL are both under the regulatory authority of the Minister of Infrastructure and the Environment. 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, the service as provided at Maastricht UAC, as a NLbased ATS provider, was SEScertified by the NSA NL in cooperation with the NSAs of the three other States. On the basis of the agreement of the 4 States NSAs regarding the oversight activities on Maastricht UAC (including the 4 NSA s Manual), the four States NSAs work together concerning the Single European Skyrelated supervision of MUAC. They cooperate within an NSACommittee (NSAC), which is responsible for all supervisory activities on MUAC and a Common Supervisory Team (CST), which exercises the applicable oversight functions. Note: The Netherlands have established a Military Aviation Authority (MAA) and subsequently embedded a joint civil military policy unit in the Dutch Ministry of Transport. MUAC arrangements with military relevance are subject for coordination between MUAC/NL MOT/NSA with the Dutch MAA. LSSIP Year 2017 Netherlands 14 Released Issue

26 Annual Report published: Y The organisation chart of the Ministry of Infrastructure and Water Management is at Annex B. The Internet site of MoT/DGLM may be accessed at address: The Internet site of ILT (CAANL) may be accessed at address: ATC The Netherlands (LVNL, Luchtverkeersleiding Nederland ) Services provided The legal basis for the establishment and provision of air traffic services in the Netherlands is in the Act on Aviation, Chapter 5. The conditions are detailed in the Governmental Decree on Air Traffic (Besluit luchtverkeer 2014) and the Ministerial Regulation on air traffic service provision (Regeling luchtverkeersdienstverlening). Crossborder provision of services is possible under the Regulation (EC) No 550/2004 and has its legal basis in the Act on aviation. Aside from crossborder service agreements between serviceproviders, the Regulation on ATS delegation to foreign service providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties) deals with specific areas, i.e. Brussels ATC, Langen ATC, London ATC, Copenhagen ATC and Mil ATCC Semmerzake. LSSIP Year 2017 Netherlands 15 Released Issue

27 Governance: LVNL has been an independent administrative body (ZBO) since 1 January As such, LVNL is accountable for its performance to the MoT 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. Services provided Y/N Comment Ownership: LVNL is an Independent Administrative Body (ZBO, Zelfstandig Bestuursorgaan ). ATC enroute Y ATS below FL245 is in the responsibility of LVNL with the exception of the areas under control by MILATC Schiphol and also Amsterdam FIR above FL245, which is delegated to Maastricht UAC (MUAC). ATC approach Y ATC approach services at Schiphol, Rotterdam, Groningen, Maastricht and Lelystad are provided by LVNL. ATC Aerodrome(s) Y Aerodrome ATC services at Schiphol, Rotterdam, Groningen and Maastricht are provided by LVNL. AIS Y All AIS provided to GAT within the area of scope of this LSSIP are delivered by LVNL in close coordination with RNLAF. CNS Y All CNS services provided to GAT within the area of responsibility and 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 Y All ATCO training for the services provided by LVNL are in the full responsibility of LVNL. Others Additional information: Provision of services in other State(s): N Y LVNL provides services in the UK, Germany and Belgium by ATS crossborder delegation. Annual Report published: Y / jv2016-versie-1.4.pdf 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. Maastricht UAC The LSSIP information concerning Maastricht UAC, the 2nd main NLbased and certified ATS provider, is available in the LSSIP 2017 document of Maastricht UAC. LSSIP Year 2017 Netherlands 16 Released Issue

28 Military service provider Royal Netherlands Air Force ( Koninklijke Nederlandse Luchtmacht ) Governance: RNLAF is as one of the operational commands part of the Dutch MoD organization. Services provided Y/N Comment Ownership: RNLAF is as one of the operational commands part of the Dutch MoD organization. ATC enroute Y ATS inside the Amsterdam FIR in areas designated by national legislation. ATC approach Y ATC approach services at De Kooy, Leeuwarden, Deelen, GilzeRijen, Volkel, Woensdrecht, Eindhoven, Budel, Teuge and Twente. ATC Aerodrome(s) Y Aerodrome ATC services at De Kooy, Leeuwarden, Deelen, GilzeRijen, Volkel, Woensdrecht, Eindhoven. AIS Y All AIS provided to OAT and GAT within the area of responsibility and in close coordination with LVNL. CNS Y All CNS services provided to OAT and GAT within the area of responsibility. MET Y The Joint Meteorological Group (JMG) provides in close cooperation with KNMI the MET services for traffic in the area of responsibility. JMG is in the process of being certified by the MAA. ATCO training Y All ATCO training for the services provided by RNLAF are in the full responsibility of RNLAF. Others Y The provision of Tactical ATS during special events in designated areas. Additional information: Provision of services in other State(s): Annual Report published: N Y RNLAF provides services in Germany and Belgium by ATS crossborder delegation. ATC systems in use Main ANSP part of any technology alliance 1 Y ICAS FDPS Specify the manufacturer of the ATC system currently in use: Raytheon/Indra Upgrade 2 of the ATC system is performed or planned? 2016 Replacement of the ATC system by the new one is planned? 2021 ATC Unit EHAACC 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 2017 Netherlands 17 Released Issue

29 Specify the manufacturer of the ATC system currently in use: Shared ATC System/Raytheon/Indra Upgrade 2 of the ATC system is performed or planned? 2016/2017 Replacement of the ATC system by the new one is planned? Transformation to AAA end of 2017 ATC Unit EHAAMC SDPS Specify the manufacturer of the ATC system currently in use: Raytheon/Indra Upgrade of the ATC system is performed or planned? 2016 Replacement of the ATC system by the new one is planned? 2021 ATC Unit EHAAACC Specify the manufacturer of the ATC system currently in use: Shared ATC System/Indra Upgrade of the ATC system is performed or planned? 2016/2017 Replacement of the ATC system by the new one is planned? Transformation to AAA end of 2017 ATC Unit EHAAMC ATC Units The ATC units in the Dutch airspace, which are of concern to this LSSIP, are the following: ATC Unit Number of sectors Associated FIR(s) Remarks Enroute TMA EHAAACC 5 n/a FIRNL Approach 3 units EHAM EHBK EHGG Dutch Mil 7 FIRNL ATS to GAT below FL 195 and OAT in the assigned airspace RAPCON 5 FIRNL Unit South, West and North providing approach services for EHKD EHLW EHDL EHVK EHWO EHGR EHBD EHTE EHTW and EHEH Airports General information Amsterdam Airport Schiphol (AAS), a part of Schiphol Group, is the major airport in the Netherlands. Other relevant ATS controlled civil airports are Rotterdam Airport, Maastricht Aachen Airport, Groningen Airport Eelde and Eindhoven Airport (military airfield with civil couse). ATS, CNS and AIS services at Eindhoven Airport are provided by MilATCC (AOCS NM) and the military control tower. 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. LSSIP Year 2017 Netherlands 18 Released Issue

30 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 maximum values is a common liability of LVNL, the airlines and the airport. Transgressions of these maximum values results in financial penalties and measures from ILT (CAANL). More information on Amsterdam Airport Schiphol is available in Annex B, Organisation of the national stakeholders. Annual Report published: Y For 2017 Amsterdam Airport Schiphol published the Annual Report Airport(s) covered by the LSSIP Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2017 Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives. The LSSIP for the Netherlands focuses only on Amsterdam Airport Schiphol. The EUROCONTROL Public Airport Corner also provides information for the following airport(s): Military Authorities The Military Authorities in the Netherlands are composed of: 1. The Military Aviation Authority (MAA, Militaire Luchtvaart Autoriteit ) has an independent position directly under the Minister of Defence. The Director MAA is the military supervisory authority and is responsible for the development of aviation policy. The MAA NL consists of three operational divisions (operations, certification and airports/airspace) and one supporting staff division. 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 oversight, the MAA closely cooperates with ILT (CAANL). 2. The military ATS provider organization consists of all entities appointed by the Minister of Defence in order to provide ATS. These entities are divided into fixed stations, consisting of AOCS Nieuw Milligen (including Fighter Control) Military Air Traffic control Center Schiphol (Area Control and Centralized Approach Control) and the control towers on Military Airbases, and mobile stations consisting of naval vessels or mobile towers. A military manned AFMU dealing with the AMC tasks and responsible for the ASM level 2 is stationed at MilATCC Schiphol. As part of an extensive civilmilitary cooperation process the ATS service provision to OAT has been transferred in All ATS below FL245, excluding the local ATS provided in the respective military controlled airspace has been collocated at LVNL premises on the 7 th of December The service provision to OAT above FL245 has been transferred to MUAC by the 27th of April Their regulatory, service provision and user role in ATM are detailed further below. The organisation chart of the Ministry of Defence is at Annex B. The Internet site of MoD may be accessed at address: LSSIP Year 2017 Netherlands 19 Released Issue

31 Regulatory role Regulatory framework and rulemaking 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 MoT; Article 3.14 regarding certificates of airworthiness for military aircraft; and Chapter 10, which is entirely dedicated to military aviation. The Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016 designates the MAA as the entity responsible for the safety of military aviation empowered to act on behalf of the Minister of Defence. Airspace regulation is a shared responsibility of the civil and military authorities;. 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 provision: 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 Y Y 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 Y Organisation of military ATS for GAT Y OAT/GAT Coordination Y OAT/GAT Coordination Y ATCO Training Y ATCO Training Y ATCO Licensing Y ATCO Licensing Y ANSP Certification Y ANSP Certification Y ANSP Supervision Y ANSP Supervision Y Aircrew Training Y ESARR applicability Y 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: Y The NSA has informed EASA that the MAA and its MARs are fully compliant with the requirements of EASA. Means used to inform airspace users (other than military) about these provisions: National AIP Y National AIP Y National Military AIP Y National Military AIP Y EUROCONTROL eaip N EUROCONTROL eaip N Other: N/A Other: N/A LSSIP Year 2017 Netherlands 20 Released Issue

32 Oversight OAT National oversight body for OAT: MAA Additional information: GAT In accordance with IR 216/2008 art. 1 MAA is the oversight body for GAT in case the service is provided by military personnel. NSA has confirmed that the equivalent level of compliancy with the basic regulation is provided by the MAA regulations. MAA is functionally separated from the military Service Provision; both entities are under the direct responsibility of the MoD. The MAA is in the process of finalizing the initial certification of all ATS providers. The only remaining entities to be certified in 2018 is the Joint Meteorological Group (JMG). Service Provision role Services Provided: OAT Services Provided: EnRoute Y Note: Provided by AOCS NM EnRoute Y Approach/TMA Y Note: Provided by AOCS NM for all Military Airbases and Mil TMAs Airfield/TWR/GND Y Note: Provided at all RNLAF Airfields AIS Y Note: Provided at all RNLAF and RNNavy Airfields MET Y Note: Provided at all RNLAF and RNNavy Airfields GAT Approach/TMA Airfield/TWR/GND SAR Y Note: All SAR Y TSA/TRA monitoring Y Note: Provided by AOCS NM FIS Y Additional Information: Other: N/A Other: N/A Additional Information: AIS MET Y Y Y Y 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: The Military Requirements for Air Traffic Services and Airports (MLEANS, MLEMLH) have been formulated and published in 2010 and are based on the existing civil requirements (i.e. ICAO and the Common Requirements). The equivalence of these requirements has been studied and it has been concluded that the military requirements provide an equivalent level of safety. Early 2014 a written statement has been provided by the NSA concluding that the equivalence of the military requirements with the civil requirements is provided. N/A Y LSSIP Year 2017 Netherlands 21 Released Issue

33 User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT Y If Military fly OATIFR inside controlled airspace, specify the available options: Free Routing Y Within specific corridors only Y Within the regular (GAT) national route network Y Under radar control Y Within a special OAT route system Y Under radar advisory service N If Military fly GATIFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 N Mode S N ACAS Others: Exemptions are granted only for combat aircraft, State aircraft can be exempted from ATFCM measures depending on the mission. Flexible Use of Airspace (FUA) Military in Netherlands applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y LSSIP Year 2017 Netherlands 22 Released Issue

34 2. Traffic and Capacity 2.1. Evolution of traffic in The Netherlands Netherlands - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast A 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F A = Actual F = Forecast EUROCONTROL Seven-Year Forecast (September 2017) IFR flights yearly growth 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F H 4.8% 3.2% 2.8% 2.7% 2.3% 2.0% 1.9% Netherlands B 2.6% 3.4% 5.5% 4.4% 2.4% 1.8% 1.2% 1.0% 1.0% 1.1% L 4.0% 1.0% -0.4% 0.4% -0.2% 0.1% 0.1% ECAC B 1.7% 1.6% 2.8% 4.5% 2.8% 2.1% 1.9% 1.5% 1.7% 1.7% LSSIP Year 2017 Netherlands 23 Released Issue

35 2017 Based on NM archived data, traffic in the Netherlands increased by 2.4% during Summer 2017 (May to October), when compared to Summer The EUROCONTROL SevenYear Forecast predicts an average annual traffic growth between 0.2% and 2.6% with an average baseline growth of 1.5 % throughout the planning cycle Amsterdam ACC Traffic and enroute ATFM delays EHAAACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic* Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2017 to 31/10/2017 LSSIP Year 2017 Netherlands 24 Released Issue

36 Performance summer 2017 Traffic Evolution 2017 Capacity Baseline Enroute Delay (min/flight) Summer Ref value Actual Capacity gap +2.3 % 148 (+1%) No The average enroute delay per flight slightly increased from 0.14 minutes per flight during Summer 2016 to 0.17 minutes per flight in Summer % of the delays were for the reason ATC Capacity, and 22% for the reason Weather. Capacity Plan +0.5% Achieved Comments Improved FUA for TMAC through CivMil colocation Improved insight in departures EHAM due to ACDM Maximum configuration: 5 sectors Summer 2017 performance assessment No Yes Yes Too early to see benefits from colocation. Together with an updated workload assessment this has resulted in an increased capacity of sector 3 during outbound peak modes. The ACC capacity baseline was measured with ACCESS at 148, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 140 during the measured period and an average peak 3 hour of 121. 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. ACC EHAA 148 Capacity Profiles 2017 Profiles (hourly movements and % increase over previous year) baseline H 149 1% 150 1% Ref % 149 1% L 148 0% 148 0% Open 148 0% 149 1% C/R 148 0% 149 1% Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Summer Capacity Plan Redesign sector 3 LSSIP Year 2017 Netherlands 25 Released Issue

37 Procedures Staffing Technical Capacity Significant Events Implement call sign only checkin to reduce workload Increased capacity sector 3, based on updated workload assessment of inbound peak modes Max sectors Planned Annual Capacity Increase 1% 1% 0% 0% 0% Reference profile Annual % Increase 0% 1% N/A N/A N/A Difference Capacity Plan v. Reference Profile 0.7% 0.7% N/A N/A N/A Annual Reference Value (min) N/A N/A N/A Summer reference value (min) N/A N/A N/A Lelystad (EHLE) is now a general aviation airport, but is being converted to accommodate a part of the (commercial) traffic growth foreseen in the Netherlands. LVNL is assessing options to incorporate this traffic growth and Additional information develop new routes for the connection of EHLE to the main route network. The effects are still unknown, hence these plans are not included in the table above. Currently Lelystad operations are planned to start in the spring of Sectors available Summer 2018 WD Sectors available Summer 2018 WE :00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Note: these figures are the maximum that can be delivered, if required. The actual planned opening schemes will be based on the expected traffic demand. LSSIP Year 2017 Netherlands 26 Released Issue

38 EHAACTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan Planning Period Outlook No capacity problems are foreseen in the current planning cycle. LSSIP Year 2017 Netherlands 27 Released Issue

39 3. Master Plan Level 3 Implementation Report conclusions Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2016 applicable to Netherlands for all items that require corrective actions and improvements. Conclusion VERY GOOD PROGRESS IN IMPLEMENTATION OF BOTH FREE ROUTE AND DIRECT ROUTING. THIS MOMENTUM SHOULD BE KEPT AND SUPPORTED BY ALL INVOLVED STAKEHOLDERS. (page 14 of the Report) Applicable to All State that are implementing AOM21.1 and AOM21.2 Maastricht UAC has been successful with the introduction of Free Route Airspace operations in their area. Conclusion ADQ IMPLEMENTATION ISSUES HAVE TO BE ADDRESSED AS SOON AS POSSIBLE AS THEY CAN IMPACT ON SWIM IMPLEMENTATION. (page 25 of the Report) Applicable to All States + EC By January 2018 the ADQ implementation is finished but still pending Dutch NSA approval (expected Q12018). LSSIP Year 2017 Netherlands 28 Released Issue

40 4. Implementation Projects 4.1. National projects Name of project Organisation(s): Schedule: Status: Links icas DFS, LVNL, Indra Implementation phase: After contract signature at the end of 2016 the icasprogram came up to speed in The first intermediate software releases were delivered and tested at Indrapremises and locally on the LVNL demonstration and validation platform. OISteps: AOM 0205, AOM 0401,AOM0504, AOM0602, AOM 0703,AOM0802, AUO0301, DCB 0102,DCB0201, TS0305 Other: Replacement is essential to deploy the ATM functionalities: (a) Extended Arrival Management and (e) Initial System Wide Information Management (f) Initial Trajectory Information Sharing. Civil Military colocation LVNL, Eurocontrol Maastricht and Royal Air Force Netherlands Colocation has been finalized in Q Colocation is finalized in Contributes to ESSIP objectives on AOM, ATC. AMAN 1.0 LVNL 01/07/ /12/2018 AMAN 2.0 LVNL 01/07/ /07/2020 Shadow mode system has been successfully tested in trial mode. The project will start in July 2018 ATC07.1 ATC07.1 Electronic Flight Strips at Schiphol TWR LVNL 01/09/ /05/2019 In 2017 a contract has been signed for the delivery of the EFS System, the system design and configuration are well under way and the test system has been installed. The console design has also made good progress. AO0102, AO 0603, DCB0302, IS0101, IS0102, IS0204 LSSIP Year 2017 Netherlands 29 Released Issue

41 Airport CDM implementation Schiphol Amsterdam Airport Schiphol and LVNL 01/01/ /12/2018 Activities concern the connection to NMOC. The DPI generator is in OPS EVAL status. Trials with NMOC are planned. Training for ATCOs is also planned. ESSIP: AOP05 OISteps: AO 0501, AO0601, AO0602, AO 0603, TS0201 First phase of RNAV1 and RNP APCH approaches Amsterdam Schiphol LVNL 01/01/ /12/2020 LVNL is currently working on a RNP APCH procedure to RWY22 with vertical guidance. Design activities are completed. The procedure document is awaiting formal approval from the CAA/NSA. NAV03 Implementation of Aeronautical Data Quality at LVNL LVNL 16/02/ /12/2017 Multiple software packages have been implemented after successful acceptance tests. Workflows and working methods have been defined, documented and if not already the current practice they have been implemented. Staff has been trained in using the software with the aforementioned work methods. By January 2018 the ADQ implementation is finished but still pending Dutch NSA approval (expected Q12018). ITYADQ Initial (I)WXXM implementation on CCIS Amsterdam ACC and Schiphol LVNL 01/01/ /12/2018 IP started later due to lack of resources. Plan of action is created and initial contact is setup with the Dutch MET office. The current progress is according to the planning from the plan of action. Productional changes LSSIP Year 2017 Netherlands 30 Released Issue

42 RNP approaches to three main landing runways Amsterdam Schiphol TWR System at Amsterdam Schiphol Workload model for Amsterdam Area Control and Approach Control operations LVNL 02/01/ /08/2019 LVNL 16/02/ /12/2020 LVNL 16/02/ /12/2020 will go with the release, which is planned for December The project will start in January 2018 Due to a lack of ATCO resources the project has been put temporarely on hold. Initial investigations with the selected supplier have been started to identify options to start work that does not require significant ATCO input. Good progress has been made with the development to support staffing and ATFC Measures decisionmaking for ACC. New standalone WLM technical infrastructure is being developed. Fundamental development and methodology of a workload model for approach operations is ongoing. LSSIP Year 2017 Netherlands 31 Released Issue

43 4.2. FAB projects There are two main FABEC projects ongoing: XMAN (Extended Arrival Manager) FRA (Free Route Airspace) Name of project: Organisation(s): Schedule: Status: ATM MP Links: Extended Arrival Management (XMAN) Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL Luchtverkeersleiding Nederland (NL), MUAC ANSP (MAS), Skyguide (CH) The XMAN project envisages three development and implementation steps: 1. Basic Step From 2012 to 2024 The Basic Step uses the currently available systems and technologies in order to establish crosscentre arrival management in the airspace controlled by Belgocontrol, DFS, DSNA, LVNL, MUAC and skyguide. 2. Advanced Step From 2013 to 2024 The Advanced Step takes into account validated SESAR results in order to improve the enroute part of crosscentre arrival management in the overall FABEC airspace. This step requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be provided by AirportCDM and Network Management. This step has an impact on all FABEC ACCs. 3. Optimised Step From 2018 to 2024 The Optimised Step will take into account further validated SESAR results and will optimise the cooperation between arrival management and AirportCDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed. This Optimised Step has been put on hold until needs beyond the Advanced Step become more apparent. The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports. The implementation phase of the Basic Step will continue until The Milestone 3 (solution design) of the Advanced Step was formally approved in September The first operational implementations are expected in the second half of The Optimised Step is planned to start in July L3: ATC07.1, ATC15.1 L2: TS0102, TS 0305 LSSIP Year 2017 Netherlands 32 Released Issue

44 Name of project: Organisation(s): Schedule: Status: ATM MP Links: Free Route Airspace (FRA) Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL Luchtverkeersleiding Nederland (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Militaire Luchtvaart Autoriteit (NL), Skyguide (CH), Swiss Air Force (CH) The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (AFUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by In 2016, the project was organised into two work streams 1. National and crossborder Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level. In December 2017 the Project Management Plan version 4.0 has been approved. The project is now further supporting and monitoring the direct routing implementations and full FRA implementations. Next to this, the project team is also working on specific tasks like e.g. horizontal flight efficiency improvement of mostpenalized city pairs. DFS, DSNA, MUAC and skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years. On 7 December 2017, MUAC has achieved its first FRA implementation successfully (Full FRA at night). L3: AOM21.1, AOM21.2 L2: AOM0401, AOM0402, AOM 0500, AOM0501, AOM0505, AOM 0506, CM0102A LSSIP Year 2017 Netherlands 33 Released Issue

45 4.3. Regional projects European Meteorological Aircraft Derived Data Center (EMADDC) (2015_137_AF5) Organisation(s): Koninklijk Nederlands Meteorologisch Instituut (NL) Type of project: Regional Schedule: 01/03/ /12/2020 Status: Description: Project Leader: Royal Netherlands Meteorological Institute (KNMI) Contributors: Met Office (UK) Link and references ATM MP links: Other links: Project included in RP2 Performance Plan: Project included in DP2016: Performance contribution Project Objective Setting up a governance model, in line with EU Open Data regulations, for collection of surveillance data/aircraft derived data and dissemination of obtained or derived meteorological information Deploying operational European meteorological aircraft derived data center Realising a collection of aircraft derived data from surveillance service providers or via deployment of local ADSB/ModeS receivers including the necessary infrastructure to maintain and operate these local receivers operationally Providing service and disseminating derived meteorological information via services and PENS/(New)PENS INF08.1 Safety: Environment: Capacity: Costefficiency: Operational efficiency: Cooperation Activities: Name/Code in RP2 Performance Plan: Y Name/Code in DP2016: Project 2015_137_AF5; Family LSSIP Year 2017 Netherlands 34 Released Issue

46 5. Cooperation activities 5.1 FAB Co-ordination FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland. The FABEC Feasibility Phase ( ) led to the conclusion that FABEC is feasible. The Implementation Phase ( ) demonstrated that the FABEC structure was compliant with SES regulations. After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June This means that FABEC is now operational. FABEC intends to deliver on the goals set by SES II and as laid down in the FABEC Performance Plan. FABEC intends to provide capacity, solve bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe. LSSIP Year 2017 Netherlands 35 Released Issue

47 6. Implementation Objectives Progress 6.1. State View Overall Objective Implementation Progress distribution for applicable Implementation Objectives 3; 6% 1; 2% 1; 2% 11; 23% 20; 41% Ongoing Planned Late 3; 6% 10; 20% No Plan Not Applicable AOM19.1 has changed from ongoing to late, since the LVNL does not have the ability to implement this objective before icas will be implemented. This is scheduled for Q AOM19.2 and AOM19.3, ATC17, FCM05, FCM08 are also dependent on the implementation of icas at LVNL. The status of AOP05 is still set to late, with the start of exchange of DPI messages with the Network Manager now planned for May The implementation date of AOP10 has moved from 2019 to Time based separation will be an element of icas, but not in the first release. Implementation development will start from 2022, after icas has been implemented in ATC12.1 has changed from planned to completed. The AAA system used by LVNL has all the necessary functions on MTCD which are useful for the LVNL operation. All these functions will also be a part of the new icas system. ATC15.1 has changed from ongoing to late. To complete this objective AMAN 1.0 and AMAN 2.0 projects are needed. These projects are delayed because of a shortage in resources and tasks have shown to be more complicated than expected and take more time than planned. The exchange with adjacent centres can be realized after the implementation of icas which is planned for Q COM10 has changed from ongoing to late. Implementation of capability enhancement is ongoing. The colocation of MIL with LVNL has made MIL now subject to LVNL systems. Currently LVNL has no activities concerning the implementation of ATSMHS because this is no PCP requirement, and will not work on this objective for years to come. LSSIP Year 2017 Netherlands 36 Released Issue

48 FMC04.2 has changed from no plan to planned. In 2017 LNVL has started activities on the further development of capacity management. These will continue in the years to come and will also focus on STAM procedures. ITYADQ has changed from ongoing to late, although 96% is completed. LVNL finished implementing a new database in Q Military will not fully comply with the ADQ requirements but strive to maximise where feasible and affordable. Objective Progress per SESAR Key Feature Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C. Legend: ## % = Expected completion / % Progress = ESSIP Timeline (different colour per KF) 100% = Objective = Completion beyond ESSIP Timeline Optimised ATM Network Services AOM13.1 AOM19.1 (PCP) AOM19.2 (PCP) AOM19.3 (PCP) FCM01 FCM03 FCM04.1 STAM Phase 1 FCM04.2 (PCP) STAM Phase 2 FCM05 (PCP) FCM06 (PCP) Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling ASM Support Tools to Support AFUA ASM Management of RealTime Airspace Data Full rolling ASM/ATFCM Process and ASM Information Sharing Enhanced Tactical Flow Management Services Collaborative Flight Planning Interactive Rolling NOP Traffic Complexity Assessment < % n/a 100% 100% 23% 4% 0% 25% 85% 26% LSSIP Year 2017 Netherlands 37 Released Issue

49 Advanced Air Traffic Services < AOM21.1 (PCP) Direct Routing n/a AOM21.2 (PCP) AOP14 ATC02.2 Free Route Airspace Remote Tower Services EHAM AMSTERDAM/SCHIPHOL STCA EnRoute n/a Local objective n/a 51% ATC02.8 ATC02.9 GroundBased Safety Nets Enhanced STCA for TMAs n/a 0% ATC07.1 AMAN Tools and Procedures ATC12.1 ATC15.1 ATC15.2 (PCP) EHAM Amsterdam Airport Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Information Exchange with Enroute in Support of AMAN Arrival Management Extended to Enroute Airspace ATC16 ACAS II Compliant with TCAS II Change 7.1 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer 100% 100% 50% 100% 44% 0% ATC18 Multi Sector Planning Enroute 1P2T Local objective 100% ENV01 Continuous Descent Operations EHAM Amsterdam Airport 100% ENV03 Continuous Climb Operations Local objective ITYCOTR NAV03.1 NAV03.2 (PCP) NAV10 NAV12 EHAM AMSTERDAM/SCHIPHOL 100% EHBK MAASTRICHT/MAASTRICHT AACHEN 100% EHGG GRONINGEN/EELDE 100% EHRD ROTTERDAM/ROTTERDAM 100% GroundGround Automated Coordination Processes RNAV 1 in TMA Operations RNP 1 in TMA Operations APV procedures Optimised LowLevel IFR Routes in TMA for Rotorcraft 100% Local objective 0% 78% 100% 2% LSSIP Year 2017 Netherlands 38 Released Issue

50 High Performing Airport Operations AOP04.1 ASMGCS Level 1 EHAM Amsterdam Airport AOP04.2 ASMGCS Level 2 AOP05 AOP10 (PCP) AOP11 (PCP) AOP12 (PCP) AOP13 (PCP) ENV02 SAF11 EHAM Amsterdam Airport Airport CDM < % 100% EHAM Amsterdam Airport 90% TimeBased Separation EHAM Amsterdam Airport 0% Initial Airport Operations Plan EHAM Amsterdam Airport 3% Improve Runway and Airfield Safety with ATC Clearances Monitoring EHAM Amsterdam Airport 5% Automated Assistance to Controller for Surface Movement Planning and Routing EHAM Amsterdam Airport 0% Collaborative Environmental Management EHAM Amsterdam Airport Improve Runway Safety by Preventing Runway Excursions 100% 74% LSSIP Year 2017 Netherlands 39 Released Issue

51 Enabling Aviation Infrastructure < COM10 Migrate from AFTN to AMHS 81% COM11 COM12 (PCP) FCM08 (PCP) INF04 INF07 ITYACID ITYADQ ITYAGDL ITYAGVCS2 ITYFMTP ITYSPI Voice over Internet Protocol (VoIP) NewPENS Extended Flight Plan Integrated Briefing Electronic Terrain and Obstacle Data (etod) Aircraft Identification Ensure Quality of Aeronautical Data and Aeronautical Information Initial ATC AirGround Data Link Services 8,33 khz AirGround Voice Channel Spacing below FL195 Common Flight Message Transfer Protocol Surveillance Performance and Interoperability 100% n/a 100% 25% 82% 96% 0% 92% 100% 0% 17% LSSIP Year 2017 Netherlands 40 Released Issue

52 ICAO ASBU Implementation The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2017 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/59 (European Air Navigation Planning Group). Legend: = (during 2017 or before) = Missing planning date = Progress achieved in 2017 = Not applicable < B0APTA Optimization of Approach Procedures including vertical guidance 89% 100% B0SURF Safety and Efficiency of Surface Operations (ASMGCS Level 12) 100% B0FICE Increased Interoperability, Efficiency and Capacity through GroundGround Integration 81% 100% B0DATM B0ACAS Service Improvement through Digital Aeronautical Information Management ACAS Improvements 98% 100% 100% B0SNET B0ACDM B0RSEQ Increased Effectiveness of GroundBased Safety Nets Improved Airport Operations through Improved Traffic flow through Runway sequencing (AMAN/DMAN) 100% 0% 90% 75% 100% 100% B0FRTO Improved Operations through Enhanced En Route Trajectories 63% 100% B0NOPS B0ASUR Improved Flow Performance through Planning based on a NetworkWide view Initial capability for ground surveillance 100% 100% B0CDO Improved Flexibility and Efficiency in Descent Profiles (CDO) 100% B0TBO Improved Safety and Efficiency through the initial application of Data Link EnRoute LSSIP Year 2017 Netherlands 41 Released Issue

53 6.2. Detailed Objectives Implementation progress Note: The detailed table of applicability area for the Implementation Objectives is available in Annex C. Objective/Stakeholder Progress Code: Ongoing Planned Late No Plan Not Applicable Missing Data Main Objectives AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling Timescales: 100% Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Harmonisation has been completed. LVNL can handle OAT as GAT. 31/12/2013 REG (By:12/2018) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart The Eurocontrol guidance material has been reviewed. No revisions have to be made. 100% Militaire Luchtvaart Autoriteit 100% ASP (By:12/2018) LVNL Luchtverkee rsleiding 100% Nederland Militaire Luchtvaart Autoriteit MIL (By:12/2018) Militaire Luchtvaart Autoriteit Harmonisation has been completed. LVNL can handle OAT as GAT. Procedure design has been finalised. MIL actions in this objective are planned and conducted in coordination with the civil ASP. No revisions to legislations have to be made. 100% 100% 30/06/ /06/ /12/ /12/ /12/2013 LSSIP Year 2017 Netherlands 42 Released Issue

54 AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) Timescales: Initial operational capability: 01/01/ % Late Full operational capability: 31/12/2018 The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic, implementation of LARA is planned in Within the military ATM structure LARA is allready installed and as of October /12/2023 FOC.However the colocation at LVNL will enable the full scope of the SLoA to be completed accordingly. ASP (By:12/2018) LVNL Luchtverkee rsleiding Nederland Militaire Luchtvaart Autoriteit Air Operations Control Station Nieuw Milligen The civil airspace controlled by LVNL is 24/7 available for air traffic. At fixed, published times parts of the military airspace including CDR's are handed over from MIL to LVNL. Exemptions are coordinated manually; coordination is expected improve after the CIVMIL colocation. In order to improve the efficient use of airspace further, implementation of LARA is planned in In the near future LVNL doesn't have the ability to implement this objective other than the implementation of LARA. For the further realisation of AOM 19.1 icas has to be implemented (Q4 2021). Shortly before and also afterwards, activities concerning this objective can start. These activities are not planned yet. Within the military ATM structure (local level at the respective airbases, the military control center and the AMC) LARA used. As of October 2017 LARA is FOC at AOCS NM. According plan the unit will transfer to LVNL at SCHIPHOL and this move might have an effect on the LARA usage. The planned implementation of LARA V3 is stil valid. As of October 2017 LARA is FOC at AOCS NM. According plan the unit will transfer to LVNL at SCHIPHOL and this move might have an effect on the LARA usage. The planned implementation of LARA V3 is still valid. 0% 40% 57% Late 31/12/2023 Ongoing 31/12/2018 Ongoing 31/12/2018 LSSIP Year 2017 Netherlands 43 Released Issue

55 AOM19.2 ASM Management of RealTime Airspace Data Timescales: Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2021 The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic, implementation of LARA has been 01/07/2018 completed in October ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland Air Operations Control Station Nieuw Milligen In the near future LVNL doesn't have the ability to implement this objective other than the implementation of LARA. For the further realisation of AOM 19.2 icas has to be implemented (Q4 2021). Shortly before and also afterwards, activities concerning this objective can start. These activities are not planned yet. LARA is installed at airbases and AMC levels. The colocation of the military ACC at LVNL will take place in late LARA will be part of that colocation effort. The LARA V3 incorporates the required featires for NM coordination. The rea time display of LARA data on the CWP is however delayed and depending on the procurement and installation of the new ATC system at LVNL. 0% 70% No Plan Ongoing 01/07/2018 Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 The implementation of LARA V3 will fully support the automated process with regard to military rolling ASM process. ASP (By:12/2021) Militaire Luchtvaart Autoriteit LVNL Luchtverkee rsleiding Nederland The implementation of LARA V3 will fully support the automated process with regard to rolling ASM process. Procedures and process have to be designed accordingly once V3 is operational. In the near future LVNL doesn't have the ability to implement this objective other than the implementation of LARA. For the further realisation of AOM 19.3 icas has to be implemented (Q4 2021). Shortly before and also afterwards, activities concerning this objective can start. These activities are not planned yet. 7% 0% 4% Ongoing 31/12/2021 Ongoing 31/12/2021 No Plan LSSIP Year 2017 Netherlands 44 Released Issue

56 AOM21.1 Direct Routing (Outside Applicability Area) Timescales: not applicable % Not Applicable LVNL provides ANS below FL250; this objective is applicable for FL310 and above. ASP (By:12/2017) LVNL Luchtverkee rsleiding Nederland LVNL provides ANS below FL250; this objective is applicable for FL310 and above. Free Route Airspace % Not Applicable Free Route Airspace AOM21.2 (Outside Applicability Area) Timescales: not applicable No civil local FRA airspace has been identified in the Amsterdam FIR below FL245. Military system improvements have been implemented. The FABEC FRA TF is aiming at the implementation of FRA above FL365 before ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland Militaire Luchtvaart Autoriteit LVNL provides ANS below FL245. No civil local FRA airspace has been identified in the Amsterdam FIR below FL245. No local FRA airspace has been identified in the Amsterdam FIR below FL245. The FABEC FRA TF is aiming at the implementation of FRA above FL365 before Free Route Airspace Free Route Airspace % % % Not Applicable Not Applicable Not Applicable LSSIP Year 2017 Netherlands 45 Released Issue

57 AOP04.1 Advanced Surface Movement Guidance and Control System ASMGCS Surveillance (former Level 1) Timescales: 100% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 EHAM Amsterdam Airport At Amsterdam Airport Schiphol, this Objective has been implemented under the responsibility of LVNL and not of AAS. ASMGCS at Amsterdam Airport Schiphol is operational. Ground labels are used for both aircraft and ground vehicles. All vehicles which are allowed within the maneuvering 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 maneuvering surface capacity and to take full advantage of the availability of ground labels. 31/12/2009 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 safetysignificant changes to A SMGCS are now subject to verification of compliance and acceptance by IVW (CAANL) in accordance with (EC) Regulation No 1315/2007. REG (By:12/2010) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart At the time when ASMGCS 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 safetysignificant changes to ATC systems by IVW (CAANL). Further introduction of safetysignificant changes to A SMGCS are now subject to compliance with this regulation (review and acceptance by CAANL of the safety arguments). 100% ASP (By:12/2011) LVNL Luchtverkee rsleiding Nederland Same as in the overall comment. 100% APO (By:12/2010) Amsterdam Airport Schiphol 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. 100% 31/12/ /12/ /12/2008 LSSIP Year 2017 Netherlands 46 Released Issue

58 AOP04.2 Advanced Surface Movement Guidance and Control System (A SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Timescales: 100% Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 EHAM Amsterdam Airport 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 31/12/2010 phases the operational use has been extended to all runways and full time. ASP (By:12/2017) LVNL Luchtverkee rsleiding Nederland APO (By:12/2017) Amsterdam Airport Schiphol See general comment. Personnel has been trained in the use of the systems as part of the process of implementing changes. A multilateration 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. 100% 100% 31/12/ /12/2010 AOP05 Airport Collaborative Decision Making (ACDM) Timescales: Initial operational capability: 01/01/ % Late Full operational capability: 31/12/2016 EHAM Amsterdam Airport 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. In Q CPDSP was taken in 31/05/2018 operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager is planned for May MIL has no plans for this objective and deems it "Not Applicable" for military ATC. ASP (By:12/2016) LVNL Luchtverkee rsleiding Nederland APO (By:12/2016) Amsterdam Airport Schiphol 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 In Q CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager is planned Q4 2017, but has been postponed until May LVNL and Amsterdam Airport Schiphol work together on a number of CDM activities. Implementation has started in Airport CDM implementa tion Schiphol Airport CDM implementa tion Schiphol 96% 85% Late 31/05/2018 Late 31/05/2018 LSSIP Year 2017 Netherlands 47 Released Issue

59 AOP10 TimeBased Separation Timescales: Initial operational capability: 01/01/2015 0% Planned Full operational capability: 31/12/2023 EHAM Amsterdam Airport The possible use of TBS at Schiphol has been studied. Results of study were ready in 2016, including a business case with possible benefits for Schiphol. Timed based separation will be an 31/12/2023 element of icas, but not in the first release. Implementation development will start from REG (By:12/2023) Ministerie Planned van Infrastructu ur en 0% Waterstaat 31/12/2023 Directie Luchtvaart ASP (By:12/2023) LVNL Luchtverkee rsleiding Nederland The possible use of TBS at Schiphol has been studied. Results of study were ready in 2016, including a business case with possible benefits for Schiphol. Timed based separation will be an element of icas, but not in the first release. Implementation development will start from % Planned 31/12/2023 AOP11 Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 3% Ongoing Full Operational Capability: 31/12/2021 EHAM Amsterdam Airport Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard 31/12/2018 to this and the required information and how to design such a plan. ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland APO (By:12/2021) Amsterdam Airport Schiphol Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan. Amsterdam Airport Schiphol is in the lead for the activities of AOP11. Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan. 0% Implementa tion of AOP Schiphol Airport / Implementa tion of APOC Schiphol Airport 3% Planned 31/12/2018 Ongoing 31/12/2018 LSSIP Year 2017 Netherlands 48 Released Issue

60 AOP12 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Timescales: 5% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 EHAM Amsterdam Airport Airport Safety Nets will be implemented at Schiphol with the replacement of the current Tower FDP/RDP system, starting in Some functionalities will already be implemented with the 31/12/2020 introduction of Electronic Flight Strips in ASP (By:12/2020) LVNL Luchtverkee rsleiding Nederland Airport Safety Nets will be implemented at Schiphol with the replacement of the current Tower FDP/RDP system starting in Some functionalities will already be implemented with the introduction of Electronic Flight Strips in % APO (By:12/2020) Amsterdam Airport Schiphol 0% Ongoing 31/12/2020 Planned 01/04/2019 AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing Timescales: 0% No Plan Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 EHAM Amsterdam Airport This project will not start before the Tower FDP/RDP System has been replaced. Activities to implement the automated assistence are not expected to start before REG (By:12/2023) Ministerie No Plan van Infrastructu ur en 0% Waterstaat Directie Luchtvaart ASP (By:12/2023) LVNL Luchtverkee rsleiding Nederland This project will start after the Tower FDP/RDP System has been replaced. Activities to implement the automated assistence are expected to start after % No Plan LSSIP Year 2017 Netherlands 49 Released Issue

61 GroundBased Safety Nets ATC02.8 (Outside Applicability Area) % Timescales: not applicable Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. APW is not a PCP prerequisite because there is no FRA; nonetheless an APW function will be implemented in icas, the new FDP system. ASP (By:12/2016) LVNL Luchtverkee rsleiding Nederland Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. LVNL will not provide services in FRA, therefore APW is not a PCP prerequisite. % Not Applicable Not Applicable ATC02.9 Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: Initial operational capability: 01/01/2018 0% No Plan Full operational capability: 31/12/2020 Activities will start around ASP (By:12/2020) LVNL No Plan Luchtverkee Activities will start around % rsleiding Nederland ATC07.1 AMAN Tools and Procedures Timescales: Initial operational capability: 01/01/ % Full operational capability: 31/12/2019 EHAM Amsterdam Airport 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 31/12/2009 Schiphol Traffic Manager. ASP (By:12/2019) LVNL Luchtverkee rsleiding Nederland See the State Comment. Amsterdam Schiphol AMAN 1.0 / Amsterdam Schiphol AMAN 2.0 / Extended Arrival Managemen t 100% 31/12/2009 LSSIP Year 2017 Netherlands 50 Released Issue

62 ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Timescales: 100% Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 The Mil ANSP (AOCS NM) uses the MUAC system in a virtual center mode. Apart from the ifmp and the future Multi/Meta sector concepts both systems specs are identical. The LSSIP report provided by MUAC states on 12.1 reflects the status for the Dutch mil ANSP system. AAA has all the necessary functions on MTCD which are useful for the LVNL operation. All these functions will also be a part of the new icas system. ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland AAA has all the necessary functions on MTCD which are useful for the LVNL operation. All these functions will also be a part of the new icas system. 100% ATC15.1 Information Exchange with Enroute in Support of AMAN Timescales: Initial operational capability: 01/01/ % Late Full operational capability: 31/12/2017 The interface with MUAC was implemented in To complete this implementation objective AMAN 1.0 and AMAN 2.0 projects are needed. These projects are delayed because of a shortage in resources and tasks are more complicated and take more time than planned. The 01/07/2020 exchange with adjacent centers can be realized after the implementation of icas which is planned for the end of ASP (By:12/2017) LVNL To complete this implementation objective AMAN 1.0 Extended 50% Late LSSIP Year 2017 Netherlands 51 Released Issue

63 Luchtverkee rsleiding Nederland and AMAN 2.0 projects are needed. These projects are delayed because of a shortage in resources and tasks are more complicated and take more time than planned. The exchange with adjacent centers can be realized after the implementation of icas which is planned for the end of Arrival Managemen t AMAN 1.0 implements improved Trajectory Predictor (TP), DeltaT indication and Preview Window. This is to be implemented in As part of AMAN 1.0 a user friendly arrival manager is deployed which supports controllers to optimize traffic flows to Schiphol airport. The deployment is combined with initial steps to improve sequence stability by extending the AMAN horizon (through earlier receival of ACT messages and extending the correlation area). The AMAN 2.0 project which will work on the implementation of high resolution meteo data to improve trajectory prediction, Implementation of speed advisories, Implementation of flexible trajectory prediction to support optimized descent profiles, will start in The Schiphol AMAN 2.0 project builds on the new arrival management system implemented through the Schiphol AMAN 1.0 project. The AMAN 2.0 project consists of a number of improvements which were placed out of scope of the AMAN 1.0 project for reasons of transition planning and phased deployment of improvements. The main improvements of AMAN 2.0 are: 1) Improved meteo for trajectory prediction This change involves adopting an improved meteo model and a more refined grid of meteo data in the TP. 2) speed advisories This function provides the executive controller with an advised aircraft speed to meet a target time over the initial approach fix (TMA entry point) 3) Flexible TP This function creates a feedback loop of route and speed options back to the TP. This enables controllers to evaluate the effect of route/speed combinations on the time over a merge point. The flexible TP function enables optimized descent profiles during offpeak hours. 01/07/2020 LSSIP Year 2017 Netherlands 52 Released Issue

64 ATC15.2 Arrival Management Extended to Enroute Airspace Timescales: Initial operational capability: 01/01/2015 0% No Plan Full operational capability: 31/12/2023 In 2017 LVNL has developed an AMAN roadmap. Extended AMAN to enroute airspace is part of this roadmap. No activities are planned yet. ASP (By:12/2023) LVNL Luchtverkee rsleiding Nederland In 2017 LVNL has developed an AMAN roadmap. Extended AMAN to enroute airspace is part of this roadmap. No activities are planned yet. 0% No Plan ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: 44% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 The majority of the messages have been implemented. A business case will be developed if Transfer of communication will be implemented in the current ATCsystem or in its 31/12/2022 replacement. ASP (By:12/2018) LVNL Luchtverkee rsleiding Nederland Not all lines of action have been completed and will not be for several years, because the ATM system AAA will be replaced by icas. After implementation of icas LVNL can work on implementation of TOC. 44% Late 31/12/2022 COM10 Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/ % Late Full operational capability: 31/12/2018 LVNL has implemented AMHS basic capability. Implementation of capability enhancement is ongoing. MIL migration to AMHS was realized with the introduction of a new ATC system in However by co locating at LVNL at Schiphol and changing to the usage of the LVNL system 31/12/2024 the MIL migration is subject to LVNL systems. ASP (By:12/2018) LVNL Luchtverkee rsleiding Nederland Militaire Luchtvaart Autoriteit AMHS capability has been implemented with the Amadeus system. The migration to AMHS connections with adjacent centres is progressing as planned. Currently LVNL has no activities concerning the implementation of extended ATSMHS. Because this is no PCP requirement, LVNL will also not work on this part of the objective for the years to come. Other implementation objectives related to PCP have our first priority. Colocation at LVNL introduces a dependency on LVNL systems. 80% 82% Late 31/12/2024 Late 31/12/2024 LSSIP Year 2017 Netherlands 53 Released Issue

65 COM11 Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 0% Planned Full operational capability: 31/12/2020 As part of the civilmilitary cooperation, this objective will be a joint development of RNLAF and LVNL. New VCS (LVNL and Mil ANSP)will be installed in AS the present VoIp 31/12/2020 encounters technical issues (timing) the implementation will be postponed ASP (By:12/2020) Air Operations Control Station Nieuw Milligen LVNL Luchtverkee rsleiding Nederland MIL ANSP is planning to implement a new VCS system. VoIP is no proven technology (e.g. too much time delay) and is not fit for implementation yet. LVNL and MIL ANSP have started with the project Common Civ Mil VCS. This will make the use of VoIP possible. LVNL has no plans to actually use VoIP because it is not a proven technology (too much time delay) and surrounding countries have not switched to VoIP. 0% 0% Planned 31/12/2020 Ongoing 31/12/2020 COM12 New PanEuropean Network Service (NewPENS) Timescales: Initial operational capability: 01/01/ % Ongoing Full operational capability (33 ANSPs): 31/12/ /10/2019 ASP (By:12/2024) LVNL Luchtverkee rsleiding Nederland LVNL is involved in a European NewPENS project which is led by Eurocontrol. The supplier of the newpens gateway has been procured, the contract will be signed in April Currently LVNL is investigating the possibilities how to migrate to NewPENS. Probably, this has to be done in 2 phases. The migration to NewPENS is planned for October % APO (By:12/2024) Regional Airports 0% Amsterdam Airport 0% Schiphol Ongoing 01/10/2019 Planned 01/10/2019 Planned 01/10/2019 LSSIP Year 2017 Netherlands 54 Released Issue

66 ENV01 Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/ % Full operational capability: 31/12/2013 EHAM Amsterdam Airport Route and runway use is part of Dutch legislation. Adaptations are under consideration including different types of CDO. LVNL has implemented CDO for low density hours at Schiphol Airport. Whenever LVNL introduces new procedures, a training program is part of the 31/12/2013 introduction program. Several steps to further implementation of CDO will follow in the context of future environmental beneficial measures. ASP (By:12/2013) LVNL Luchtverkee rsleiding Nederland Route and runway use is part of Dutch legislation. Adaptations are under consideration including different types of CDAs. LVNL has implemented CDO 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 CDO will be substantially expanded in time and in flight profiles. 100% APO (By:12/2013) Amsterdam Airport Schiphol Same as for LVNL. 100% 31/12/ /12/2013 ENV02 Airport Collaborative Environmental Management Timescales: Initial operational capability: 01/09/ % Full operational capability: 31/12/2016 EHAM Amsterdam Airport 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 31/12/2012 stakeholders concerned. Performance information is reported to the regulator. Airport Operational staff is made aware about the environmental implications of aircraft operations in trainings. The dedicated deicing spots have facilities to separate the deicing fluids from the regular sewage system. ASP (By:12/2016) LVNL Luchtverkee Same as the overall comment. 100% rsleiding 31/12/2008 Nederland APO (By:12/2016) Amsterdam Airport Same as the overall comment. 100% Schiphol 31/12/2012 LSSIP Year 2017 Netherlands 55 Released Issue

67 FCM03 Collaborative Flight Planning Timescales: Initial operational capability: 01/01/ % Full operational capability: 31/12/2017 The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. The level of GAT traffic controlled by Mil ANSP does not justify the implementation of the 30/06/2011 requested data exchange with the CFMU. ASP (By:12/2017) LVNL Luchtverkee rsleiding Nederland 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. 100% 30/06/2011 FCM04.1 Short Term ATFCM Measures (STAM) Phase 1 (Outside Applicability Area) Timescales: not applicable % Not Applicable This item is not applicable for The Netherlands. ASP (By:10/2017) LVNL Luchtverkee rsleiding Nederland This item is not applicable for The Netherlands. % Not Applicable FCM04.2 Short Term ATFCM Measures (STAM) Phase 2 Timescales: Initial operational capability: 01/11/2017 0% Planned Full operational capability: 31/12/2021 In 2017 LVNL started activities on the further development of capacity management. These will continue in the years to come and will also focus on STAM procedures. In 2018 LVNL will work on the whatif function of our Workload Model. This will provide an upgrade in the local 31/12/2021 systems for STAM procedures. ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland In 2017 LVNL started activities on the further development of capacity management. These will continue in the years to come and will also focus on STAM procedures. In 2018 LVNL will work on the whatif function of our Workload Model. This will provide an upgrade in the local systems for STAM procedures. 0% Planned 31/12/2021 LSSIP Year 2017 Netherlands 56 Released Issue

68 FCM05 Interactive Rolling NOP Timescales: Initial operational capability: 01/09/ % Ongoing Full operational capability: 31/12/2021 Amsterdam Airport Schiphol provides all required data to the NM. RNLAF has planned the use of AIXM 5.1 B2B and data exchange with NM with the next version of LARA. LVNL has planned 31/12/2021 the use of LARA as well. ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland In the near future LVNL doesn't have the ability to implement this objective other than the implementation of LARA in For the further realization of this objective (and AOM19.1) icas has to be implemented (Q4 2021). Shortly before and also afterwards, activities concerning this objective can start. These activities are not planned yet. APO (By:12/2021) Amsterdam All required data is provided to the Network Manager Airport for DDR. Schiphol 0% 50% No Plan Ongoing 31/12/2021 FCM06 Traffic Complexity Assessment Timescales: Initial operational capability: 01/01/ % Ongoing Full operational capability: 31/12/2021 LVNL has implemented a WorkLoad Model (WLM) that is based on ETFMS data. The WLM is in use to predict and monitor ACC sector workload based i.a. on traffic and weather circumstances. The WLM will be enhanced for the Schiphol TMA / APP and further developments for the ACC WLM are as expected in the coming years. Based on the WLM 31/12/2020 output appropriate ATFCM measures are applied when necessary. The implemented ATFCM procuderes are tailored to maintain the Schiphol hub operation. ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland LVNL has implemented a WorkLoad Model (WLM) that is based on ETFMS data. The WLM is in use to predict and monitor ACC sector workload based i.a. on traffic and weather circumstances. The WLM will be enhanced for the Schiphol TMA / APP and further developments voor de ACC WLM are als expected in the coming years. 85% Ongoing 31/12/2020 FCM08 Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 0% Late Full operational capability: 31/12/2021 EFPL is planned to be implemented by LVNL in the second release of new FDP system icas. 31/12/2022 ASP (By:12/2021) LVNL Luchtverkee rsleiding Nederland EFPL is planned to be implemented in the second release of new FDP system icas. 0% Late 31/12/2022 LSSIP Year 2017 Netherlands 57 Released Issue

69 INF07 Electronic Terrain and Obstacle Data (etod) Timescales: Initial operational capability: 01/11/ % Late Full operational capability: 31/05/2018 AIM Road Map is the current policy document. All relevant stakeholders are involved and an implementation planning is established. A Terms of Reference to accommodate further content to the implementation program has been coordinated with stakeholders on a decision making 31/12/2018 level. REG (By:05/2018) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart AIM Road Map is the current policy document. All relevant stakeholders are involved and an implementation planning is established. Specific implementation details are being worked out. ASP (By:05/2018) LVNL The AIM Roadmap will be used to create an LVNL plan. Luchtverkee The required activities will be planned when the rsleiding National TOD policy has been established (INF07 Nederland REG01). APO (By:05/2018) Amsterdam Airport Schiphol Roadmap will be made in line with regulator requirements. 48% 0% 5% Late 31/12/2018 Late 31/12/2018 Late 31/12/2018 ITYACID Aircraft Identification Timescales: Entry into force of the Regulation: 13/12/ % Ongoing System capability: 02/01/2020 Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The mplementation in the TMA's of smaller airfields is ongoing. The military ANSP has completed the required procedures and system introduction as of 09 31/12/2019 October The declaration of the applicable airspaces as required by the IR1206 and 1207/2011 is ongoing ASP (By:01/2020) Air Operations Control Station Nieuw Milligen LVNL Luchtverkee rsleiding Nederland Militaire Luchtvaart Autoriteit The military ANSP has completed the required procedures and system introduction as of 09 October The declaration of the applicable airspaces as required by the IR1206 and 1207/2011 is ongoing Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The implementation in the TMA's of GroningenEelde (EHGG) and MaastrichtAachen (EHBK) is ongoing. 100% 63% 100% 11/10/2013 Ongoing 31/12/ /10/2013 LSSIP Year 2017 Netherlands 58 Released Issue

70 ITYADQ Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/ % Late Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 A Task Force (AIS/AIM) has been established with all relevant parties involved. One of the goals of the TF is to ensure data quality, conforming to Annex IV, and subsequently to ESSIP targets. Implementation planning was made in Most of the formal arrangements was signed in 31/12/ ; the remaining have been signed in LVNL finished implementing a new database in Q REG (By:06/2017) Inspectie Leefomgevi ng en Transport Militaire Luchtvaart Autoriteit ASP (By:06/2017) LVNL Luchtverkee rsleiding Nederland Militaire Luchtvaart Autoriteit APO (By:06/2017) Amsterdam Airport Schiphol The relevant civil stakeholders are ISO certified. Procedures for safety related changes are part of the QMS of the ILT(CAANL). The ANSP launched a project to implement ADQ infrastructure requirements. Finalization thereof is now foreseen Q Proposed change have been notified to the NSA. Safety assessment reports are part of proposed changes as appropriate. Verification of EU regulation 73/2010 within the ANSP is executed and formal arrangements with MIL (RNLAF), Amsterdam Airport Schiphol and MUAC have been signed. A Task Force (AIS/AIM) has been established with all relevant parties involved. Verification of objectives has been performed end reporting on progress in presently the implementation of etod is the main focus. For static data a new database with supporting modules is implemented in 6 steps. The first step has been completed mid2014. The final step, the interfaces with external systems, was completed in Q For dynamic data EAD rel.9 is used, which implements most of the quality requirements. The level of compliance is published in the AIP. Training has been completed in LVNL has finished the project ADQ in A Task Force (AIS/AIM) has been established with all relevant parties involved. Formal arrangements have been established. Realization of an SMS and integral QMS based on ISO 9001/+ in Certification audit for the effected military ANSP has taken place in Military will not fully comply with the ADQ requirements but strive to maximize where feasible and affordable. Mil ANSP is not NSA certified, but certified by MAA on MAR basis. 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. 100% 100% Implementa tion of Aeronautical Data Quality (ADQ) at LVNL 100% 86% 100% 30/06/ /06/ /06/2017 Late 31/12/ /06/2017 LSSIP Year 2017 Netherlands 59 Released Issue

71 Initial ATC AirGround Data Link Services ITYAGDL (Outside Applicability Area) % Timescales: not applicable The Netherlands will provide initial ATC airground 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:02/2018) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart Data Link Services are provided by MUAC from 2002 onwards. However in light of the requirements for safety oversight of changes to the ATM system, when a change on the implementation of the Data Link Services is envisaged by the ANSP, it will be adequately addressed by the safety oversight process of ILT (CAA NL) in collaboration with the other 3 MUAC States. Safety argumentation of the changes imposed by the implementation of the Data Link Services will be reviewed as appropriate. Only PMCPDLC equipped aircraft will be able to logon for ATN via VHF data link Mode 2 (VDL M2). Address management procedures follow the ICAO document EUR Doc 28, titled EUR NSAP Address Registry. Information in regard to Data Link Services have been published in the NL AIP (Gen 3.4). ASP (By:02/2018) LVNL Luchtverkee N/A, as only airspace below FL195 is being covered in rsleiding the NL LSSIP. See also the LSSIP of Maastricht UAC. Nederland MIL (By:01/2019) Militaire Luchtvaart Autoriteit N/A, as MIL ANSP does not provide GAT services above FL % % % Not Applicable 28/02/2013 Not Applicable Not Applicable LSSIP Year 2017 Netherlands 60 Released Issue

72 ITYAGVCS2 8,33 khz AirGround Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/ % Ongoing All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 MIL equipment is 8.33 khz capable. LVNL has taken a new voice communication system that is 8.33 khz capable into operation Q The interim target for conversion to 8.33 khz frequencies has been achieved. All ANSP frequencies were converted before MIL aircraft 30/11/2019 will be retrofitted or withdrawn. REG (By:12/2018) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart Militaire Luchtvaart Autoriteit Exemptions from mandatory carriage of 8.33 equipment are described in NL AIP. In 2013 an AICA is issued containing obligations for operators following EC 1079/2012. Enforcement on 8.33 khz channel spacing capability is executed. The Commission is informed concerning the 25% target and converted or not converted OPC frequencies. All frequency assignments in the Table COM 2 of ICAO Doc 7754 have been converted to 8.33 khz. Exemptions from mandatory carriage of 8.33 equipment are described in NL AIP ENR 1.8. AICA 06/2013 (dec 2013) is issued containing obligations of operators following EC 1079/2012. Oversight activities on 8.33 khz channel spacing capability is executed during 2014 and will be continued as appropriate. ASP (By:12/2018) Militaire Full implementation of the 8.33 transition has been Luchtvaart executed according planning. Autoriteit LVNL Luchtverkee rsleiding Nederland MIL (By:12/2020) Militaire Luchtvaart Autoriteit Full implementation of the 8.33 transition has been executed according planning. MIL equipment is 8.33 khz capable. Conversion of frequency assignments to 8.33 khz will be ensured in a national plan. Some aircraft types are planned to be retrofitted or withdrawn within the context of the IR. 100% 100% 100% 100% 50% APO (By:12/2018) Militaire Luchtvaart Autoriteit Conversion to 8,33 khz is completed. 100% Amsterdam Airport 100% Schiphol 31/12/ /12/ /12/ /06/2015 Ongoing 30/11/ /12/ /12/2017 LSSIP Year 2017 Netherlands 61 Released Issue

73 ITYFMTP Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/ % Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 The FMTP has been integrated in the civil ATM system since May All connections have been put into service. FMTP implementation over IPv6 has started in From a regulatory perspective, the relevant (EC) SES regulations, complemented by the 31/12/2014 Community specification for FMTP, apply directly and mandatorily in the Netherlands. ASP (By:12/2014) LVNL Luchtverkee 100% rsleiding 31/12/2014 Nederland Militaire Luchtvaart Autoriteit The FMTP has been integrated in the civil ATM system since May All connections have been put into service according to an international plan. FMTP implementation over IPv6 has started in MIL (By:12/2014) Militaire FMTP was implemented with the introduction of the Luchtvaart new ATC system SAS.After the colocation in dec 2017 Autoriteit the service is depending on the LVNL systems. 100% 100% 31/12/ /10/2013 LSSIP Year 2017 Netherlands 62 Released Issue

74 Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITYSPI EHS and ADSB Out in transporttype State aircraft : 07/06/2020 ELS in transporttype State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 The interoperability of all LVNL surveillance data is ensured; all personnel is trained. MIL surveillance chain is compliant. MIL fixed wing transport aircraft are equipped. REG (By:02/2015) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart In light of the requirements for safety oversight of changes to the ATM system, when a change on the implementation of the systems contributing to the provision of surveillance data is envisaged by the ANSP, it will be adequately addressed by the safety oversight process of ILT (CAANL). Safety argumentation of the changes imposed by the implementation of the systems contributing to the provision of surveillance data will be reviewed as appropriate. In case the severity class of identified risks is 1 or 2, or if the implementation of the changes requires the introduction of new aviation standards. ASP (By:02/2015) LVNL Luchtverkee The interoperability of all surveillance data is ensured. rsleiding All personnel is trained. Nederland MIL (By:06/2020) Militaire Luchtvaart Autoriteit Military surveillance chain is compliant. Mil surveillance data is also used by civil ANSP via RADNET. Transport type fixed wing a/c are compliant, equipage of other state aircraft is considered. 100% 100% 100% 100% 31/12/ /12/ /12/ /12/2014 LSSIP Year 2017 Netherlands 63 Released Issue

75 NAV03.1 RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/ % Full operational capability: 31/12/2023 LVNL follows the EUROCONTROL program and PRNAV routes have been implemented. The required physical infrastructure has been implemented end /01/2010 MIL has implemented RNAV usage. ASP (By:12/2023) LVNL Luchtverkee rsleiding Nederland Militaire Luchtvaart Autoriteit LVNL follows the EUROCONTROL PRNAV program and TMA PRNAV routes have been implemented. The required physical infrastructure has been implemented since 2005 as result of a Demeterbased study. LVNL's 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. 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 PRNAV. First phase of RNAV1 and RNP APCH approaches Amsterdam Schiphol 100% 100% 31/12/ /01/2010 NAV03.2 RNP 1 in TMA Operations Timescales: Initial operational capability: 01/01/2018 2% Ongoing Full operational capability: 31/12/ /12/2023 ASP (By:12/2023) LVNL Luchtverkee rsleiding Nederland LVNL has set the first step by designing and implementing a route from ARTIP to 36R in accordance to RNP1. Activities for the remaining runways are not yet planned. LVNL is looking for a solution to work according to RNP1 without losing capacity for landings on SPL. 2% Ongoing 31/12/2023 LSSIP Year 2017 Netherlands 64 Released Issue

76 NAV10 APV Procedures Timescales: Initial operational capability: 01/06/ % Late Full operational capability: 31/12/2016 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 APV procedures for EHGG have been published mid2014. For four runways at Schiphol APV 01/07/2019 procedures will be implemented before Q REG (By:04/2016) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart EASA was reviewed in 2011 and policy decision was made to mandate RNAV1 24/7 for all IFR flights to and from EHAM. Regulatory material is published in Q Relevant changes have been made to the AIP. From 15th November 2012 RNAV1 is compulsory for EHAM IFR air traffic. ASP (By:12/2016) LVNL APV/Baro and SBAS procedures have been published for Luchtverkee EHGG. There is gradual progress in the number of rsleiding published APV procedures. APV Procedures for four Nederland runways at Schiphol will be implemented Q % 70% 30/04/2012 Late 01/07/2019 LSSIP Year 2017 Netherlands 65 Released Issue

77 SAF11 Improve Runway Safety by Preventing Runway Excursions Timescales: Initial operational capability: 01/09/ % Late Full operational capability: 31/01/2018 Implmenentation of EAPPRE is partly completed at Schiphol. A gap analysis performed by the runway safety team in 2016 may suggest further improvements. Regarding the military airbases with extensive civil use: MIL has implemented EAPPRE at Eindhoven De Kooy (EHKD) is 31/07/2018 being certified. REG (By:01/2018) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart Documentation has been disseminated. The Schiphol Runway Safety Team (RST) performed a gap analysis. RST stakeholders are Airport Operators, ANSP's and Aircraft Operators. ILT (CAANL) monitors the progress of the action plan during its oversight activities as appropriate. ASP (By:12/2014) Militaire Regarding the military airbases with extensive civil use: Luchtvaart MIL has implemented EAPPRE at Eindhoven De Kooy Autoriteit (EHKD) is being certified. LVNL Luchtverkee rsleiding Nederland The Schiphol Runway Safety Team discussed the EAPPRE in 2015; LVNL is member of the RST. LVNL has regularly contact with airport operators about development and availability of all relevant airport facilities. GAP analysis is executed for the ANSP recommendations. All recommendations in EAPPRE 3.3 are implemented or part of training and recurrency trainings. APO (By:12/2014) Militaire Regarding the military airbases with extensive civil use: Luchtvaart MIL has implemented EAPPRE at Eindhoven De Kooy Autoriteit (EHKD) is being certified. Amsterdam Airport Schiphol EAPPRE has been discussed in RST, implementation (if applicable) in EAPPRE not yet finalized in RST. Target is now Q % 55% 100% 75% 100% Ongoing 31/01/2018 Late 31/07/ /10/2015 Late 31/07/ /10/2015 LSSIP Year 2017 Netherlands 66 Released Issue

78 Additional Objectives for ICAO ASBU Monitoring ATC02.2 Implement ground based safety nets Short Term Conflict Alert (STCA) level 2 for enroute operations Timescales: 51% Late Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 STCA is in use in the enroute environment, in accordance with the EUROCONTROL specifications for STCA. This implementation is expected to cause too many nuisance alerts in the Schiphol TMA due its complexity. Introduction of STCA in the Schiphol TMA is planned in the replacement of the AAA system. The introduction into operations will depend on the time required for operational validation. LVNL plans to start working on STCA for APP in /12/2022 ATCO training has been completed for the enroute STCA and will be part of the realisation of STCA in the Schiphol TMA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA. ASP (By:01/2013) LVNL Luchtverkee rsleiding Nederland STCA is in use in the enroute environment, in accordance with the EUROCONTROL specifications for STCA. This implementation is expected to cause too many nuisance alerts in the Schiphol TMA due its complexity. Introduction of STCA in the Schiphol TMA is planned in the replacement of the AAA system. The introduction into operations will depend on the time required for operational validation. Progress on STCA in the Schiphol TMA is reviewed quarterly; in 2014 a new study has started to investigate the feasibility of an STCA implementation in AAA. ATCO training has been completed for the enroute STCA and will be part of the realization of STCA in the Schiphol TMA. LVNL plans to start working on STCA for APP in % Late 31/12/2022 Militaire Luchtvaart Autoriteit STCA is in use in the enroute environment, in accordance with the EUROCONTROL specifications for STCA. This implementation is expected to cause too many nuisance alerts in the Schiphol TMA due its complexity. Introduction of STCA in the Schiphol TMA is planned in the replacement of the AAA system. The introduction into operations will depend on the time required for operational validation. Progress on STCA in the Schiphol TMA is reviewed quarterly; in 2014 a new study has started to investigate the feasibility of an STCA implementation in AAA. ATCO training has been completed for the enroute STCA and will be part of the realization of STCA in the Schiphol TMA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA. 100% 31/12/2008 LSSIP Year 2017 Netherlands 67 Released Issue

79 ATC16 Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/ % Full operational capability: 31/12/2015 ASP has implemented training of personnel and performance monitoring. REG and MIL have implemented the objectives, MIL fixed wing transport type aircraft have been equipped and 31/12/2015 MIL aircrews and controllers have been trained. REG (By:12/2015) Ministerie van Infrastructu ur en Waterstaat Directie Luchtvaart Militaire Luchtvaart Autoriteit ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by ILT (CAANL). ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by MAA for the military. 100% 100% ASP (By:03/2012) LVNL Luchtverkee Controllers are trained for TCAS procedures. rsleiding Performance monitoring is in place. 100% Nederland Militaire Luchtvaart Controllers are trained for TCAS procedures 100% Autoriteit MIL (By:12/2015) Militaire Luchtvaart Autoriteit ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by the MAA 100% 31/01/ /12/ /12/ /03/ /12/2015 FCM01 Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/ % Full operational capability: 31/12/2006 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 31/01/2009 being implemented in accordance to plans. The required actions have also been completed by the military. ASP (By:07/2014) LVNL Luchtverkee 100% rsleiding 31/01/2009 Nederland Militaire Luchtvaart Same as in the overall comment. 100% Autoriteit 31/12/2006 LSSIP Year 2017 Netherlands 68 Released Issue

80 INF04 Implement integrated briefing Timescales: Initial operational capability: 01/07/ % Full operational capability: 31/12/2012 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 31/12/2008 the overall "" progress achieved through LVNL. ASP (By:12/2012) LVNL Luchtverkee See the overall comment. 100% rsleiding 31/12/2008 Nederland ITYCOTR Implementation of groundground automated coordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/ % For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 All but two groundground automated coordination processes have been implemented according to the applicable Commission Regulations. The civilmilitary change to basic flight data processes between ACC Amsterdam and the controlling military units are implemented. 31/12/2012 IVW (CAANL) reviewed the safety arguments provided by the involved ANSPs. ASP (By:12/2012) LVNL Luchtverkee rsleiding Nederland All but two groundground automated coordination processes have been implemented according to the applicable Commission Regulations. Implementation of the Logon Forward and Next Authority Notified processes is not applicable as LVNL has no airground datalinks. MIL (By:12/2012) Militaire The civilmilitary basic flight data processes between Luchtvaart ACC Amsterdam and the controlling military units are Autoriteit implemented. 100% 100% 31/12/ /12/2012 LSSIP Year 2017 Netherlands 69 Released Issue

81 Local Objectives Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area. AOP14 Remote Tower Services Applicability and timescale: Local % EHAM AMSTERDAM/SCHIPHOL Remote tower as primary means of ATC for Groningen and Maastricht Airports are planned. Not applicable for now. Not Applicable MultiSector Planning Enroute 1P2T ATC18 100% Applicability and timescale: Local The ATC system of LVNL works with up to 5 sectors. The planner can be active in several sectors at once. ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% EHAM AMSTERDAM/SCHIPHOL Completely achieved. Amsterdam Schiphol airport has 100% PBN SIDs and RNAV1 mandate for all arriving and departing aircraft. The airspace structure facilitates CCO operations. CCO 30/03/2017 techniques are applied by ATC whenever possible. ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% EHBK MAASTRICHT/MAASTRICHT AACHEN Partly achieved. Maastricht Aachen airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace 30/03/2017 limitations. No further actions to enhance CCO operations are planned. ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% EHGG GRONINGEN/EELDE Partly achieved. Groningen Eelde airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace 30/03/2017 limitations. No further actions to enhance CCO operations are planned. ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% EHRD ROTTERDAM/ROTTERDAM Partly achieved. Rotterdam The Hague airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace 30/03/2017 limitations. No further actions to enhance CCO operations are planned. Optimised LowLevel IFR Routes in TMA for Rotorcraft NAV12 % Missing Data Applicability and timescale: Local LSSIP Year 2017 Netherlands 70 Released Issue

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83 ANNEXES ANNEX A Specialists involved in the LSSIP Process LSSIP Coordination LSSIP Focal Points Organisation Name LSSIP Focal Point for Netherlands Policy Advisor Arjan Vermeij LSSIP Focal Point for ILT (CAANL) Senior Inspector Marcel Hartman LSSIP Focal Point for ANSP Account/issue manager Sacha Smitvan de Velde LSSIP Focal Point for Airport AAS Developer Airport Operations Jurgen Busink LSSIP Focal Point for Military/MoD Senior Policy Advisor Leon Cremers EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for Netherlands DECMA/PRM Jorge PINTO LSSIP Year 2017 Netherlands 71 Released Issue

84 Implementation Objectives Implementation Objective EUROCONTROL PEPR Objective Coordinator EUROCONTROL Objective Owners AOM13.1 A. DYBOWSKA O. MROWICKI/ C. LUCCIOLI AOM19.1 AOM19.2 AOM19.3 O. ALFARO O. ALFARO O. ALFARO G. ACAMPORA / O. MROWICKI G. ACAMPORA / O. MROWICKI G. ACAMPORA / O. MROWICKI National Stakeholder Specialist D. VERHOEVEN (REG), R. DUBBELDAM (ASP) A. LIESHOUT, S. SMIT (ASP) A. LIESHOUT, S. SMIT (ASP) A. LIESHOUT, S. SMIT (ASP) AOM21.1 A. DYBOWSKA C. BRAIN A. LIESHOUT, S. SMIT (ASP) AOM21.2 A. DYBOWSKA C. BRAIN A. LIESHOUT, S. SMIT (ASP) AOP04.1 P. VRANJKOVIC R. GRAHAM AOP04.2 P. VRANJKOVIC R. GRAHAM F. DIJKGRAAF, M. BAKKER (ASP) F. DIJKGRAAF, M. BAKKER (ASP) AOP05 F. ROOSELEER M. BIRENHEIDE F. DIJKGRAAF (ASP) AOP10 F. ROOSELEER R. GRAHAM A. LIESHOUT, S. SMIT (ASP) AOP11 F. ROOSELEER M. BIRENHEIDE A. LIESHOUT, S. SMIT (ASP) AOP12 P. VRANJKOVIC R. GRAHAM A. LIESHOUT, S. SMIT (ASP) AOP13 P. VRANJKOVIC R. GRAHAM AOP14 A. DYBOWSKA R. GRAHAM / G. ASSIRE ATC02.8 F. ROOSELEER S. DROZDOWSKI ATC02.9 F. ROOSELEER S. DROZDOWSKI ATC07.1 L. DELL ORTO pending A. LIESHOUT, S. SMIT (ASP) ATC12.1 L. DELL ORTO pending A. LIESHOUT, S. SMIT (ASP) ATC15.1 L. DELL ORTO pending ATC15.2 L. DELL ORTO P. HOP ATC17 L. DELL ORTO S. MORTON J. HERMENS (REG) ATC18 L. DELL ORTO I. PENDACHANSKI COM10 J. PINTO Y. EYUBOGLU A. LIESHOUT, S. SMIT (ASP) COM11 J. PINTO L. POPESCU A. LIESHOUT, S. SMIT (ASP) COM12 J. PINTO W. JANSSENS ENV01 B. HILL D. BRAIN A. LIESHOUT, S. SMIT (ASP) ENV02 B. HILL S. MAHONY A. LIESHOUT, S. SMIT (ASP) ENV03 AP. FRANGOLHO D. BRAIN FCM03 O. CIOARA C. BOUMAN/I. PENDACHANSKI FCM04.1 I. MARCETIC P. HOP/I. PENDACHANSKI FCM04.2 I. MARCETIC P. HOP/I. PENDACHANSKI FCM05 O. CIOARA I. MENDES VIDEIRA/I. PENDACHANSKI A. LIESHOUT, S. SMIT (ASP) A. LIESHOUT, S. SMIT (ASP) LSSIP Year 2017 Netherlands 72 Released Issue

85 FCM06 F. ROOSELEER P. HOP/I. PENDACHANSKI A. LIESHOUT, S. SMIT (ASP) FCM08 O. CIOARA K. BREIVIK/I. PENDACHANSKI INF07 AP. FRANGOLHO A. PETROVSKY K. MONSTER (REG) ITYACID O. CIOARA pending A. LIESHOUT, S. SMIT (ASP) ITYADQ AP. FRANGOLHO M. UNTERREINER A. LIESHOUT, S. SMIT (ASP) ITYAGDL B. HILL D. ISAAC J. HERMENS (REG), A. LIESHOUT, S. SMIT (ASP) ATYAGVCS2 B. HILL J. POUZET J. HERMENS (REG) ITYFMTP O. ALFARO L. POPESCU J. HERMENS (REG), A. LIESHOUT, S. SMIT (ASP) ITYSPI O. CIOARA M. BORELY J. HERMENS (REG) NAV03.1 I. MARCETIC F. PAVLICEVIC NAV03.2 I. MARCETIC F. PAVLICEVIC NAV10 I. MARCETIC R. FARNWORTH R. de WAARD (REG), J. A. LIESHOUT, S. SMIT (ASP) NAV12 I. MARCETIC B. RABILLER / F. RIQUET SAF11 F. ROOSELEER pending J. BOSSENBROEK (REG) LSSIP Year 2017 Netherlands 73 Released Issue

86 ANNEX B National Stakeholders Organisation charts B1. Organisation of the Ministry of Infrastructure and Water Management (MoT, Ministerie van Infrastructuur en Waterstaat ) The Ministry of Infrastructure and Water Management is the State authority for civil aviation in Netherlands (See See the new organigram (February 2018) in the next page. LSSIP Year 2017 Netherlands 74 Released Issue

87 B1. Ministry of Infrastructure and Water Management (MoT, Ministerie van Infrastructuur en Waterstaat ) LSSIP Year 2017 Netherlands 75 Released Issue

88 B2. Organisation of the Ministry of Defence in relation to ATM/ANS MoD Organizational chart in relation to ATM Minister of Defence Military Aviation Authority Secretary General Policy Supervision Commander Dutch Armed Forces Corporate Director Defence Material Organization Commander RNLAF Defence Material Organization Support Operations Branch Support Branches Mil ANSP B3. Organisation of Air Traffic Control the Netherlands (LVNL, Luchtverkeersleiding Nederland ) LSSIP Year 2017 Netherlands 76 Released Issue

89 B4. Organisation of Schiphol Group / Amsterdam Airport Schiphol Schiphol Group's core activity in the Netherlands is the operation of Amsterdam Airport Schiphol. About Schiphol Group Structure of the organization: Schiphol Group has a Board of Management consisting of four executive directors who head up the company. The Board of Management is supported by a number of corporate staff departments and manages four business areas and two support units. The business areas are: Aviation, Consumers, Real Estate and Alliances & Participations. The support units are: Project Management and Information & Communication Technology. LSSIP Year 2017 Netherlands 77 Released Issue

90 Shareholders Schiphol Group: Schiphol Group shares are held by the State of the Netherlands, the City of Amsterdam, the City of Rotterdam and Aéroports de Paris S.A. The authorized share capital of NVLS amounts to EUR 143 million and is divided into Class A shares and Class B shares. Currently Class A with par value EUR 454 each and Class B with par value EUR 454 each are issued and fully paidup. These shares are held by the following shareholders: State of the Netherlands Class A shares (69.77%) City of Amsterdam Class A shares (20.03%) City of Rotterdam Class A shares (2.20%) Aéroports de Paris S.A Class B shares (8.00%) Total: Class A and B shares (100.00%) Schiphol Group is an independent, commercial enterprise and has been profitable for years; it has been paying dividends and corporate taxes since 1 January Amsterdam Airport Schiphol During the summer of 2017 Amsterdam Airport Schiphol provided connections to 326 European and intercontinental airports. With passenger numbers totaling 68.5 million, Amsterdam Airport Schiphol ranked as Europe s thirdlargest passenger airport in 2017 and Europe s thirdlargest individual cargo airport handling 1.75 million tonnes of cargo in that year. Air transport movements in 2017 totaled , thus making Amsterdam Airport Schiphol the largest European airport in terms of air transport movements in The airport is an important location for businesses. 500 companies were located at the airport in 2017, offering direct employment to people. Airport Zone: The Airport area has 2,787 hectares. See below a picture of the airport layout source: LSSIP Year 2017 Netherlands 78 Released Issue

91 LSSIP Year 2017 Netherlands 79 Released Issue