EUROCONTROL
Local Single Sky ImPlementation
(LSSIP) SWEDEN
Year 2013 ­­­‑ Level 1
DOCUMENT IDENTIFICATION SHEET
LSSIP for SWEDEN
Infocentre Reference:
Document Identifier
Edition:
Edition Date:
LSSIP Year 2013 SWEDEN
14/01/07-38
Year 2013
03/03/14
LSSIP Focal Point - Eva NORÉUS
[email protected]
Transportstyrelsen
(Swedish Transport
Agency)
LSSIP Contact Person - Danny DEBALS
[email protected]
Unit DPS/PEPR
Status
Intended for
Working Draft

General Public

Draft

Agency Stakeholders

Proposed Issue

Restricted Audience

Released Issue

Accessible via:
Path:
Internet (www.eurocontrol.int)
X:\03 LSSIP\1. LSSIP States\Sweden (SE)\Year 2013\Released\LSSIP Year 2013 SE Released.doc
LINKS TO REFERENCE DOCUMENTS
1.
2.
3.
4.
5.
6.
7.
8.
9.
LSSIP Guidance Material: www.eurocontrol.int/articles/guidance-material
ESSIP Plan Edition 2013: www.eurocontrol.int/pepr
ESSIP Report 2012: www.eurocontrol.int/pepr
STATFOR Forecasts: www.eurocontrol.int/statfor
Acronyms and abbreviations: www.eurocontrol.int/articles/glossaries
European ATM Master Plan: www.atmmasterplan.eu/
LSSIP Documents: www.eurocontrol.int/articles/lssip
National AIP: www.lfv.se/sv/FPC/IAIP/
Danish-Swedish FAB Performance Plan: www.transportstyrelsen.se/Global/Luftfart/Flygtrafiktjanst/DanishSwedish_Performance_Plan_final.pdf
LSSIP Year 2013 Sweden
Released Issue
APPROVAL SHEET
The following authorities have approved all parts of this LSSIP document, and their signature confirms the
correctness of the reported information and reflects their commitment to implement the actions laid down
in the ESSIP Plan.
LSSIP Year 2013 Sweden
Released Issue
TABLE OF CONTENTS
Executive Summary ................................................................................................................................. 1 Introduction .............................................................................................................................................. 5 Chapter 1 - National ATM Environment ................................................................................................... 6 1.1 Geographical Scope ................................................................................................................. 6 1.1.1 International Membership ................................................................................................... 6 1.1.2 Geographical description of the FIR(s) .............................................................................. 6 1.1.3 Airspace Classification and Organisation ........................................................................... 7 1.2 National Stakeholders .............................................................................................................. 7 1.2.1 Civil Regulator(s) ................................................................................................................ 8 1.2.2 Air Navigation Service Providers ........................................................................................ 9 1.2.3 Airports ............................................................................................................................. 10 1.2.4 Military Authorities ............................................................................................................ 11 1.2.5 Accident/incident Investigation Body ................................................................................ 13 Chapter 2 - En-route Traffic and Capacity ............................................................................................. 14 2.1 Evolution of traffic in Sweden ................................................................................................. 14 2.2 MALMÖ ACC.......................................................................................................................... 15 2.2.1 Traffic and en-route ATFM delays 2009-2019 ................................................................. 15 2.2.2 Summer 2013 performance.............................................................................................. 15 2.2.3 Planning Period 2014-2018/19 - Summer ........................................................................ 15 2.3 STOCKHOLM ACC ................................................................................................................ 17 2.3.1 Traffic and en-route ATFM delays 2009-2019 ................................................................. 17 2.3.2 Summer 2013 performance.............................................................................................. 17 2.3.3 Planning Period 2014-2018/19 - Summer ........................................................................ 17 Chapter 3 - ESSIP Report recommendations ........................................................................................ 19 Chapter 4 - National Projects ................................................................................................................. 21 Chapter 5 - Regional Co-ordination ....................................................................................................... 23 5.1 FAB Co-ordination .................................................................................................................. 23 5.2 FAB Projects .......................................................................................................................... 24 5.3 Regional coordination ............................................................................................................ 25 Chapter 6 - ESSIP Objective Implementation ........................................................................................ 27 ANNEXES
LSSIP Year 2013 Sweden
Released Issue
Executive Summary
State Context
The main National Stakeholders involved in ATM in Sweden are the following: The Swedish Transport
Agency, LFV, ACR, Swedavia, Swedish Armed Forces and The Swedish Accident Investigation Authority.
During 2013 Denmark and Sweden focused on replying the commission EU pilot 4579/13 and 4559/13.
The commission replied that in light of Denmark's and Sweden's joint reply to the EU Pilot 4559/13
(Denmark) and 4579/13 (Sweden), the Commission considers that Denmark and Sweden could be fully
compliant with Article 2(25) of Regulation (EC) No 549/2004 and Article 9(a)(1) of Regulation (EC) No
550/2004.
The Service providers within NEFAB and DK-SE FAB have formed a project NEFRA (Northern Europe
Free Route Airspace), to accommodate the decision taken by the ministries in the Nordic countries. A
NEFRA Programme Management Plan, including milestones etc., has been adopted by the six ANSPs
involved.
The Swedish Armed Forces is an authority governed by the Swedish Parliament and the Swedish
Government and is headed by the Supreme Commander. Military authorities are responsible for the
certification of military aircraft and equipment, but have no other ATM regulatory power or ATM provisions
responsibilities. The civil air navigation service provides service for military air traffic – hence there is no
military service provider in Sweden and the ATC-system for ACC and TWR/APP is integrated civil and
military. Co-ordination between civil Air Navigation Service Providers and Military authorities are ensured
through LoAs.
ESSIP Objective Implementation
In general the implementation of ESSIP Objectives remains satisfactory, as shown in the table below.
The only exceptions are:
ITY-AGDL MIL Transport-type State aircraft will be equipped to comply with
Commission Regulation (EC) 29/2009 2018
NAV10 MIL aircrafts will be fitted with suitable APV/Baro equipment up till 2018.
SAF10 will be completed in 2014.
Following objectives are planned to be completed in 2014 and 2015: AOM19, ATC07.1 ATC16, COM09,
COM10, FCM03, ITY-COTR, ITY-FMTP, SAF10, SAF11, AOP04.2 Stockholm-Arlanda, AOP05
Stockholm-Arlanda and ENV02 Stockholm-Bromma.
Following objectives were completed in 2013: AOM20, AOM21 and AOP03.
LSSIP Year 2013 Sweden
1
Released Issue
* FOC Date
LSSIP 2013 - Sweden
█ Planned implementation date
AOM13.1
Harmonise Operational Air Traffic (OAT) and General Air
Traffic (GAT) handling
[IDP]
[E]
AOM19
Implement Advanced Airspace Management
[IDP]
[E]
AOM20
Implement ATS Route Network (ARN) - Version 7
AOM21
Implementation of Free Route Airspace
AOP03
Improve runway safety by preventing runway incursions
ATC02.2
Implement ground based safety nets - Short Term Conflict
Alert (STCA) - level 2
[E]
ATC02.5
Implement ground based safety nets - Area Proximity
Warning - level 2
[E]
*
ATC02.6
Implement ground based
Altitude Warning - level 2
[E]
*
ATC02.7
Implement ground based safety nets - Approach Path
Monitor - level 2
[E]
*
ATC07.1
Implement arrival management tools
[E]
ATC12
Implement automated support for conflict detection and
conformance monitoring
[E]
ATC15
Implement, in En-Route operations, information exchange
mechanisms, tools and procedures in support of Basic
AMAN operations
[IDP]
[E]
ATC16
Implement ACAS II compliant with TCAS II change 7.1
ATC17
Electronic Dialogue as Automated Assistance to Controller
during Coordination and Transfer
[IDP]
[E]
COM09
Migrate ground international or regional X.25 data networks
or services to the Internet Protocol (IP)
[IDP]
COM10
Migrate from AFTN to AMHS
COM11
Implementation of Voice over Internet Protocol (VoIP) in
ATM
FCM01
Implement enhanced tactical flow management services
FCM03
Implement collaborative flight planning
[IDP]
[E]
*
FCM04
Implementation of Short Term ATFCM Measures - phase 1
[IDP]
[E]
*
FCM05
Implementation of interactive rolling NOP
[IDP]
[E]
INF04
Implement integrated briefing
LSSIP Year 2013 Sweden
2020
2019
2018
*
*
*
[E]
[IDP]
[E]
safety nets - Minimum Safe
2017
2016
2014
2015
2013
2012
2011
2010
2009
State-related ESSIP Objectives
2008
<=2007
(see legend at the bottom of the table)
*
*
*
*
*
*
*
*
*
*
*
[E]
*
*
*
2
Released Issue
* FOC Date
LSSIP 2013 - Sweden
█ Planned implementation date
ITY-ADQ
Ensure quality of aeronautical data and aeronautical
information
ITY-AGDL
Initial ATC air-ground data link services above FL-285
ITY-AGVCS2
Implement air-ground voice channel spacing requirements
below FL195
ITY-COTR
Implementation of ground-ground automated co-ordination
processes
ITY-FMTP
Apply a common flight message transfer protocol (FMTP)
ITY-SPI
Surveillance performance and interoperability
NAV03
Implementation of P-RNAV
[E]
NAV10
Implement APV procedures
[IDP]
[E]
SAF10
Implement measures to reduce the risk to aircraft operations
caused by airspace infringements
SAF11
Improve runway safety by preventing runway excursions
SRC-CHNG
Implementation of Safety Oversight of Changes to ATM by
National Supervisory Authorities (NSA)
*
SRC-RLMK
Implement the EUROCONTROL
Requirements (ESARRs)
*
SRC-SLRD
Safety Levels and Resolution of Deficiencies
LSSIP Year 2013 Sweden
Safety
3
*
[E]
[IDP]
[E]
*
*
*
[E]
*
[IDP]
*
Regulatory
2020
2019
2018
2017
2016
2014
2015
2013
2012
2011
2010
2009
2008
<=2007
(see legend at the bottom of the table)
*
*
*
*
*
Released Issue
ESGG-Göteborg
ENV01
Implement Continuous Descent Operations
techniques for environmental improvements
(CDO)
[IDP]
*
[IDP]
*
[IDP]
*
ESMS-Malmö Sturup
ENV01
Implement Continuous Descent Operations
techniques for environmental improvements
(CDO)
Implement Continuous Descent Operations
techniques for environmental improvements
(CDO)
ESNU-Umea
ENV01
ESSA-Stockholm - Arlanda
AOP01.2
Implement airside capacity enhancement method and best
practices based on Eurocontrol capacity and efficiency
implementation manual
AOP04.1
Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level1
AOP04.2
Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level 2
AOP05
Implement Airport Collaborative Decision Making (CDM)
[IDP]
[E]
ENV01
Implement Continuous Descent Operations
techniques for environmental improvements
[IDP]
ENV02
Implement Collaborative
(CEM) at Airports
Environmental
(CDO)
*
[E]
*
*
*
*
Management
*
ESSB-Stockholm - Bromma
AOP01.2
Implement airside capacity enhancement method and best
practices based on Eurocontrol capacity and efficiency
implementation manual
AOP04.1
Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level1
AOP04.2
Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level 2
AOP05
Implement Airport Collaborative Decision Making (CDM)
[IDP]
[E]
ENV01
Implement Continuous Descent Operations
techniques for environmental improvements
[IDP]
ENV02
Implement Collaborative
(CEM) at Airports
Environmental
(CDO)
*
[E]
*
*
*
*
Management
*
Understanding the Table
Objective Completed
No Plan
Objective Partly Completed
Missing Data
Objective Planned
Not Applicable (Sweden does not participate in this obj.)
Late
NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the
ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.
LSSIP Year 2013 Sweden
4
Released Issue
2020
2019
2018
2017
2016
2014
2015
2013
2012
2011
2010
2009
2008
<=2007
Airport-related ESSIP Objectives
Introduction
The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP
mechanism, constitute a five-year plan containing ECAC States’ actions to achieve the Implementation
Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The
LSSIP document – Year 2013 describes the situation in the State at the end of December 2013.
The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s)
accountable for the information contained in each of them:

Chapters 1 to 5 present the key players in the State, and sets the institutional and geographical
scenes to help the reader understand the specifics of the State and interpret the rest of the
document correctly. It also presents a short description of the main national and regional projects
in which the national Stakeholders are involved.

Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The
information for each ESSIP Objective is presented in boxes giving a summary of the progress
and plans of implementation for each Stakeholder. The conventions used are presented at the
beginning of the section.
Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document
consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains
all the actions planned by the four national stakeholders to achieve their respective Stakeholder
Lines of Action (SLoAs) as established in the ESSIP.
LSSIP Year 2013 Sweden
5
Released Issue
Chapter 1 - National ATM Environment
1.1
1.1.1
Geographical Scope
International Membership
Sweden is a Member of the following international organisations in the field of ATM:
Organisation
1.1.2
Since
ECAC

1955
EUROCONTROL

1995
European Union

1995
European Common Aviation Area

2006
EASA

2002
ICAO

1946
JAA

1990
NATO
-
No
Geographical description of the FIR(s)
The geographical scope of this document addresses Sweden FIR.
Sweden FIR is surrounded by FIRs of 9 States, namely Norway FIR/UIR, Kobenhavn FIR/UIR (Denmark),
Rhein UIR (Germany), Warszawa FIR/UIR (Poland), Kaliningrad FIR/UIR (Russia – non-ECAC), Vilnius
FIR/UIR (Lithuania), Riga FIR/UIR (Latvia), Tallinn FIR/UIR (Estonia) and Finland FIR/UIR.
The Division Flight Level (DFL) is not applied in Sweden.
LSSIP Year 2013 Sweden
6
Released Issue
1.1.3
Airspace Classification and Organisation
The classification of the airspace in Sweden is shown in the following picture:
1.2
National Stakeholders
The main National Stakeholders involved in ATM in Sweden are the following:
-
Transportstyrelsen - the Swedish Transport Agency;
Luftfartsverket (LFV) – the main Swedish ATS Service Provider;
Aviation Capacity Recourses AB (ACR) – ATS Service Provider;
Swedavia – Swedish airport company;
The military authorities (Swedish Armed Forces);
The Swedish Accident Investigation Authority (SHK).
Their activities are detailed in the following subchapters. The relationships between the civil regulator and
the civil service provider are shown in the diagram below.
ACR AB LSSIP Year 2013 Sweden
7
Released Issue
1.2.1
Civil Regulator(s)
1.2.1.1 General information
Civil Aviation in Sweden is the responsibility of the Ministry of Enterprise, Energy and Communications.
The different national entities having regulatory responsibilities in ATM are summarised in the table
below. The Swedish Transport Agency is further detailed in the following sections.
Activity in ATM:
Organisation
responsible
Legal Basis
Rule-making
The Swedish Transport
Agency
Luftfartslagen (2010:500) - Civil Aviation Act
Safety Oversight
The Swedish Transport
Agency
Commission Regulation (EU) No 1034/2011
Establishment of Tolerable
Safety Levels
The Swedish Transport
Agency
Luftfartslagen (2010:500) - Civil Aviation Act
Luftfartsförordningen (2010:770) - Civil Aviation
Ordinance
Safety Performance Monitoring
The Swedish Transport
Agency
Commission Regulation (EU) No 1034/2011
Enforcement actions in case of
non-compliance with safety
regulatory requirements
The Swedish Transport
Agency
Luftfartslagen (2010:500) - Civil Aviation Act
Luftfartsförordningen ( 2010:770) - Civil Aviation
Ordinance
Brottsbalken (1962:700) - Penal code
Airspace
The Swedish Transport
Agency
Luftfartslagen (2010:500) - Civil Aviation Act
Luftfartsförordningen (2010:770) - Civil Aviation
Ordinance
Economic
The Swedish Transport
Agency
Commission Regulation (EC) No 1794/2006
amended by (EU) No 1191/2010 and (EU) No
391/2013
Environment
The Swedish Transport
Agency
Luftfartslagen (2010:500) - Civil Aviation Act
Luftfartsförordningen (2010:770) - Civil Aviation
Ordinance
Security
The Swedish Transport
Agency and the
National Police Board
Luftfartslagen (2010:500) - Civil Aviation Act
Luftfartsförordningen (2010:770) - Civil Aviation
Ordinance
Lag om luftfartsskydd (2004:1100) - Civil Aviation
Security Act
1.2.1.2 Civil Aviation Authority – Swedish Transport Agency
The Swedish Transport Agency is a government agency operating under the Ministry of Enterprise,
Energy and Communications. The core activities within Swedish Transport Agency are: Railway, Civil
Aviation, Maritime, Traffic Registry and Road Traffic.
The agency is institutionally separated from the ANSPs.
The current organisation chart is given in Annex B.
Swedish Transport Agency website: www.transportstyrelsen.se
Annual Report published:
Y
Transportstyrelsens Årsredovisning 2012
www.transportstyrelsen.se/Global/Om_oss/Finansiering/Transportst
yrelsens%20%C3%A5rsredovisning%202012.pdf
(Annual Report for 2013 will be available March 2014)
LSSIP Year 2013 Sweden
8
Released Issue
1.2.2
Air Navigation Service Providers
1.2.2.1 ANSP – LFV
Name of the ANSP:
LFV
Governance:
State enterprise
Services provided
Y/N
ATC en-route
Y
ATC approach
Y
ATC Aerodromes
Y
AIS
Y
Ownership:
100% State-owned
Comment
LFV is the only provider of ATC en-route in Sweden for both civil and military
users.
CNS
Y
MET
Y
Partly (MET OBS and MET briefing).
ATCO training
Y
Partly (additional training). Basic training is provided by EPN (Entry Point
North).
Others
Y
Additional information:
Provision of services in
other State(s):
Annual Report published:
N
Y
LFV Annual Report 2012
http://www.lfv.se/Global/press/Dokumentbank/T13178_%c3%a5rsred_2012_ENG_LFV_ver2.pdf
This is the annual report covering yearly activities of the ANSP.
LFV’s organisation chart is given in Annex B.
LFV website: www.lfv.se
1.2.2.2 ACR
Name of the ANSP:
Aviation Capacity Resources AB (ACR)
Governance:
Private company
Services provided
Y/N
Ownership:
Private owned
Comments
ATC en-route
N
ATC approach
Y
ATC Aerodromes
Y
AIS
N
CNS
N
MET
Y
MET OBS at aerodromes
ATCO training
Y
Certified for local endorsement training
Others
N
Additional information:
Provision of services in
other State(s):
Annual Report published:
N
Y
ACR Annual Report 2012 available through
http://www.bolagsverket.se/en/us/about/e-services/foretagsfakta
This is the annual report covering yearly activities of the ANSP.
ACR’s organisational chart is given in Annex B.
ACR website: www.acr-sweden.se
LSSIP Year 2013 Sweden
9
Released Issue
1.2.2.3 ATC system in use
Specify the manufacturer of the ATC system currently in use:
Thales Topsky, Flight data and Surveillance
processing
Major upgrade1 of the ATC system is performed or planned?
2013 next upgrade 2014
1.2.2.4 ATC units
The ATC units in the Swedish airspace, which are of concern to this LSSIP, are the following:
ATC Unit
Number of sectors
Associated FIR(s)
En-route
TMA
Malmö
10
1
Sweden FIR
Stockholm
11
4
Sweden FIR
Remarks
En-route call sign are the same for
both Malmö and Stockholm –
“Sweden Control”.
There are two Areas Of Responsibility (AOR) in Sweden FIR, served by Malmö ACC and Stockholm
ACC.
In general, Controlled Airspace in Sweden comprises all airspace between FL 95 and FL 660, and the
airspace within the TMAs and CTRs. From 14 November 2013 Controlled Airspace is not divided in upper
and lower airspace.
1.2.3
Airports
1.2.3.1 General information
There are 49 instrument airports in Sweden, of which 10 airports are operated by Swedavia. The other
airports are in general owned and operated by the municipality where they are located (e.g. Norrköping
and Kalmar Airports). Two military aerodromes are also used for regular civil traffic.
Generally Swedish airports own the main part of the ATM related equipment and the ATS Provider is the
contractor for the service.
1.2.3.2 Airport(s) covered by the LSSIP
APO SLoAs are contained in the following objectives: ENV, APO, ITY-ADQ and SAF11.
In addition to the Annex B of the ESSIP Plan edition 2013, it is up to the individual State to decide which
additional airports will be reported through LSSIP for those objectives.
There are five airports covered in this LSSIP: Stockholm Arlanda Airport, Bromma Stockholm Airport,
Göteborg Landvetter Airport, Malmö Airport and Umeå Airport.
1.2.3.3 Swedavia
Swedavia, is a State-owned airport company which owns, operates and develops 10 airports in Sweden.
In addition to this Swedavia also owns Göteborg Säve Airport and is a minority shareholder in the
company that operates the airport.
Swedavia’s organisation chart is given in Annex B.
Swedavia website: www.swedavia.se
1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
LSSIP Year 2013 Sweden
10
Released Issue
1.2.4
Military Authorities
The Military Authorities in Sweden (Swedish Armed Forces) is an authority governed by the Swedish
Parliament and the Swedish Government and is headed by the Supreme Commander. The leadership is
located at the Armed Forces Headquarters in Stockholm.
The Military Authorities play, during peacetime, a limited role in managing the airspace. The civil air
navigation service provides service for military air traffic – hence there is no military service provider in
Sweden. The legal basis for these provisions is the Swedish Civil Aviation Act (SFS 2010:500).
Co-ordination between civil air navigation service providers and the military authorities is ensured through
Letters of Agreements (LoAs).
Besides the LoA there is an agreement between Swedish Armed Forces and Swedish Transport Agency
concerning military demands for ATC.
Military authorities are responsible for the certification of military aircraft and equipment, but have no other
ATM regulatory power or ATM provision responsibilities. This is reflected in the tables below, as well as in
the LSSIP Database, in which only SLoAs for Military that address the limited regulatory power and the
airspace user role are kept.
The Swedish Armed Forces website: www.forsvarsmakten.se
1.2.4.1 Regulatory role
Regulatory framework and rule-making
OAT
GAT
OAT and provision of service for OAT governed
by national legal provisions?
N/A
Provision of service for GAT by the Military
governed by national legal provisions?
Level of such legal provision: N/A
Level of such legal provision: N/A
Authority signing such legal provision: N/A
Authority signing such legal provision: N/A
These provisions cover:
These provisions cover:
N/A
Rules of the Air for OAT
Organisation of military ATS for OAT
Organisation of military ATS for GAT
OAT/GAT Co-ordination
OAT/GAT Co-ordination
ATCO Training
ATCO Training
ATCO Licensing
ATCO Licensing
ANSP Certification
ANSP Certification
ANSP Supervision
ANSP Supervision
Aircrew Training
ESARR applicability
Aircrew Licensing
Additional Information: see 1.2.3 above
Additional Information:
See OAT comment
Means used to inform airspace users (other than
military) about these provisions:
Means used to inform airspace users (other than
military) about these provisions:
National AIP
N
National AIP
N
National Military AIP
N
National Military AIP
N
EUROCONTROL eAIP
N
EUROCONTROL eAIP
N
Other:
N
Other:
N
Oversight
OAT
GAT
National oversight body for OAT: N/A
NSA (as per SES reg. 550/2004) for GAT services
provided by the military: N/A
Additional information:
No OAT services provided by the military.
Additional information:
No GAT services provided by the military.
LSSIP Year 2013 Sweden
11
Released Issue
1.2.4.2 Service Provision role
OAT
GAT
Services Provided:
Services Provided:
En-Route
N
Provided by LFV
En-Route
N
Approach/TMA
N
Provided by LFV/ACR
Approach/TMA
N
Airfield/TWR/GND
N
Provided by LFV/ACR
Airfield/TWR/GND
N
AIS
N
Provided by LFV
AIS
N
MET
Y
Provided by Swedish Armed
Forces
MET
N
SAR
Y
Provided by Swedish Maritime
Administration
SAR
N
TSA/TRA
monitoring
Y
Provided by Swedish Armed
Forces.
FIS
N
Other:
N
Other:
Provided by LFV
Additional Information:
LFV and ACR are the ATS service provider, LFV also
provides AIS service.
Additional Information:
See OAT comment
Military ANSP providing GAT
services SES certified?
N/A
--
Certificate issued by:
N/A
If YES, since:
Duration of the
Certificate:
--
If NO, is this fact reported to the EC in
accordance with SES regulations?
Additional Information: See above.
1.2.4.3 User role
IFR inside controlled airspace, Military
aircraft can fly?
OAT only
GAT only
Both OAT and GAT

If Military fly OAT-IFR inside controlled airspace, specify the available options:
Free Routing

Within specific corridors only
Within the regular (GAT) national route network

Under radar control

Within a special OAT route system

Under radar advisory service

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:
No special arrangements
Exemption from flow and capacity (ATFCM) measures
CNS exemptions:
Others:
RVSM

8.33
Exemption from Route Charges



Provision of ATC in UHF
Mode S

ACAS

These measures are applicable only for flying in Swedish airspace
1.2.4.4 Flexible Use of Airspace (FUA)
Military in Sweden 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 2013 Sweden
12
Released Issue
1.2.5
Accident/incident Investigation Body
1.2.5.1 Technical investigations
Technical investigations following accidents and/or serious incidents are carried out by the Swedish
Accident Investigation Authority (SHK). This body performs its functions independently in compliance with
Regulation (EU) No 996/2010 on the investigation and prevention of accidents and incidents in civil
aviation. SHK is reporting to the Ministry of Defence.
SHK conducts technical investigations for Civil Aviation aircraft accidents and serious incidents in
accordance with EU No. 996/2010. Investigations, reports and annual reports are made public through
www.havkom.se.
Accidents and incidents not covered by EU No. 996/2010 may be investigated by the Swedish Transport
Agency.
1.2.5.2 Collection, Evaluation & Processing of Data
The Swedish Transport Agency performs the collection, evaluation, process and storing and
dissemination of all information related to accidents, incidents and occurrences, as well as making this
information available to the other interested parties according to Directive 2003/42/EC in conjunction with
Regulation (EC) No 1321/2007, Regulation (EC) No 1330/2007 and Regulation (EU) No 996/2010. The
Swedish Transport Agency will convert to ECCAIRS 5 during 2014.
1.2.5.3 Civil-Military Accidents/Incidents
Civil-Military accidents and serious incidents are normally investigated by SHK with the support of experts
from the Armed Forces.
LSSIP Year 2013 Sweden
13
Released Issue
Chapter 2 - En-route Traffic and Capacity
2.1
Evolution of traffic in Sweden
Sweden - Annual IFR Movements
1000000
Sweden - Distribution (Ref. year 2012)
900000
800000
IFR flights
700000
Domestic
flights 21%
600000
Overflights
45%
500000
400000
IFR movements - Actuals
300000
IFR movements - Baseline forecast
200000
IFR movements - High forecast
International
Dep/Arr
35%
IFR movements - Low forecast
100000
0
2009 A
2010 A
2011 A
2012 A
2013 F
2014 F
2015 F
2016 F
2017 F
2018 F
2019 F
A = Actual
F = Forecast
STATFOR Medium-Term Forecast (September 2013)
IFR flights yearly growth
H
Sweden
B
L
ESRA
B
2010 A
2011 A
2012 A
1,5%
9,1%
-0,1%
0,8%
3,1%
-2,4%
2013 F
1,7%
1,4%
1,0%
-0,9%
2014 F
4,6%
3,3%
1,8%
1,4%
2015 F
4,1%
2,9%
1,4%
2,6%
2016 F
3,2%
2,2%
1,0%
2,7%
2017 F
2,7%
1,7%
0,6%
2,2%
2018 F
2,9%
1,9%
0,7%
2,5%
2019 F
2,7%
1,9%
0,7%
2,5%
2013
Traffic in Sweden increased by 2.5% during Summer 2013 (May to October), when compared to
Summer 2012.
2014-2019
The STATFOR medium-term forecast (MTF) predicts an average annual growth between 1.0% and 3.3%
during the 5 year planning cycle, with a baseline growth of 2.3%.
LSSIP Year 2013 Sweden
14
Released Issue
2.2
MALMÖ ACC
2.2.1 Traffic and en-route ATFM delays 2009-2019
1800
0.9
1600
0.8
1400
0.7
1200
0.6
1000
0.5
800
0.4
600
0.3
400
0.2
200
0.1
IFR flights (Daily Average)
1.0
0
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
Peak Day Traffic
1544
1658
1732
1698
1713
Summer Traffic
1335
1408
1498
1451
1488
Yearly Traffic
1271
1296
1391
1359
Summer Traffic Forecast
1370
1520
1567
1601
1633
1671
1715
High Traffic Forecast - Summer
1548
1611
1666
1700
1767
1830
Low Traffic Forecast - Summer
1506
1520
1536
1549
1563
1578
Summer enroute delay (all causes)
0.0
0.1
0.1
0.0
0.0
Yearly enroute delay (all causes) *
0.0
0.1
0.0
0.0
0.0
Enroute Delay (minutes per flight)
ESMMACC - Traffic and en-route ATFM delays
2000
0.0
2.2.2 Summer 2013 performance
En-route Delay (min/flight)
Traffic Evolution
2013 Capacity Baseline
Optimum
All reasons
+2.6 %
124 (0%)
0.05
0.0
Average enroute delay per flight was at zero minutes per flight in Summer 2013.
Capacity Plan: +1%
Achieved
Minor updates of COOPANS
Yes
Sector configurations adapted to traffic demand
Yes
Continuous improvements on the ATS route network
Yes
Maximum configuration: 4/5 (E) + 3/4 (W) + 2 (L)
Yes
Without weather
Capacity
gap
0.0
No
Comments
Maximum configuration: 3/4E + 2L + 3W was
sufficient given the levels of traffic demand
Summer 2013 performance assessment
The ACC capacity baseline was assessed to be at the same level as in Summer 2012. During the measured period, the
average peak 1 hour demand was 113 and the peak 3 hour demand was 104.
2.2.3 Planning Period 2014-2018/19 - Summer
The planning focuses on the Summer season to reflect the most demanding period of the year from a
capacity perspective. This approach ensures consistency with the previous planning cycles.
The 2014-2018/19 summer capacity profile and delay breakdown has been derived according to the
following parameters:
 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January
2011
 2015-2018/19: Reference value based on the breakdown of a yearly European delay target of 0.5
min/flight
LSSIP Year 2013 Sweden
15
Released Issue
ESMMCTA
Annual
Summer
ACC
2013
baseline
ESMM
124
En-route ATFM delay breakdown - Reference Values
2015
2016
2017
0.07
0.07
0.07
0.10
0.10
0.10
2014
0.07
0.10
2014
H
Ref.
L
C/R
125
124
124
125
1%
0%
0%
1%
125
124
124
125
2018
0.06
0.09
Capacity Profiles
Profiles (hourly movements and % increase over previous year)
2015
2016
2017
2018
0%
2%
2%
128
131
135
0%
126
2%
127
1%
128
0%
124
0%
124
0%
124
0%
126
1%
127
1%
128
2019
0.06
0.09
2019
3%
1%
0%
1%
3%
2%
1%
2%
139
131
125
131
Capacity Plan
Year
2014
2015
2016
2017
2018
2019
Minor updates of COOPANS
Sector configurations adapted to traffic demand
Possible alignment with FRA within NEFAB
Measures
Planned
Optimizing the use of FRA when military areas are active
Maintain appropriate level of staffing to open up to 11 sectors
CPDLC
Continuous improvements on the ATS route network
Significant
Events
Max sectors
Capacity
increase p.a.
Reference
profile
Additional
information
4/5 (E) + 3/4
(W) + 2 (L)
4/5 (E) + 3/4
(W) + 2 (L)
4/5 (E) + 3/4
(W) + 2 (L)
4/5 (E) + 3/4
(W) + 2 (L)
4/5 (E) + 3/4
(W) + 2 (L)
4/5 (E) + 3/4
(W) + 2 (L)
1%
1%
1%
1%
1%
1%
0%
0%
2%
1%
1%
2%
Even if Malmö ACC as a whole seems to have sufficient capacity, which is what is shown in this table, we still
have lack of capacity in individual ACC Sectors. Especially over the Baltic Sea.
ESMMACC - Reference capacity profile and alternative scenarios
150
Capacity profile (movements per hour)
140
130
120
110
100
90
80
2014
2015
2016
2017
2018
2019
2014-2019 Reference Capacity Profile
124
124
126
127
128
131
Capacity Profile - Current Routes
125
125
126
127
128
131
Capacity Profile - High
125
125
128
131
135
139
Capacity Profile - Low
124
124
124
124
124
125
125
126
127
128
129
130
Capacity Baseline
2012
124
2013
124
2014 - 2019 Plan
2014-2018/19 Planning Period Outlook
Malmö ACC will have sufficient capacity to cope with the expected traffic growth during the planning period.
LSSIP Year 2013 Sweden
16
Released Issue
2.3
STOCKHOLM ACC
2.3.1 Traffic and en-route ATFM delays 2009-2019
ESOSACC - Traffic and en-route ATFM delays
1600
0.9
IFR flights (Daily Average)
1400
0.8
1200
0.7
1000
0.6
800
0.5
0.4
600
0.3
400
0.2
200
0
Enroute Delay (minutes per flight)
1.0
0.1
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
Peak Day Traffic
1392
1444
1485
1428
1451
Summer Traffic
1040
1069
1133
1090
1113
Yearly Traffic
1028
1021
1094
1062
Summer Traffic Forecast
1065
1139
1171
1194
1211
1228
1253
High Traffic Forecast - Summer
1159
1197
1230
1246
1288
1325
Low Traffic Forecast - Summer
1127
1134
1139
1146
1152
1154
Summer enroute delay (all causes)
0.0
0.1
0.2
0.0
0.0
Yearly enroute delay (all causes) *
0.0
0.2
0.1
0.0
0.1
0.0
2.3.2 Summer 2013 performance
Traffic Evolution
En-route Delay (min/flight)
2013 Capacity Baseline
Optimum
All reasons
+2.1%
112 (0%)
0.0
0.0
Average enroute delay per flight was at zero minutes per flight in Summer 2013.
Capacity Plan: +1%
Achieved
COOPANS implementation
Yes
Sector configurations adapted to traffic demand
Yes
Continuous improvements on the ATS route network
Yes
Maximum configuration: 3 (M) + 4 (N) + 4 (S)
Yes
Without weather
Capacity
gap
0.0
No
Comments
Maximum configuration: 3M + 2N + 3S was
sufficient given the levels of traffic demand
Summer 2013 performance assessment
The ACC capacity baseline was assessed to be at the same level as in Summer 2012. During the measured period, the
average traffic demand was 79 for the peak 1 hour and 74 for the peak 3 hour.
2.3.3 Planning Period 2014-2018/19 - Summer
The planning focuses on the Summer season to reflect the most demanding period of the year from a
capacity perspective. This approach ensures consistency with the previous planning cycles.
The 2014-2018/19 summer capacity profile and delay breakdown has been derived according to the
following parameters:
 2014: capacity requirement profiles based on the delay breakdown per ACC as provided in January
2011
 2015-2018/19: Reference value based on the breakdown of a yearly European delay target of 0.5
min/flight
LSSIP Year 2013 Sweden
17
Released Issue
ESOSCTA
Annual
Summer
ACC
2013
baseline
ESOS
112
En-route ATFM delay breakdown - Reference Values
2015
2016
2017
0.07
0.06
0.07
0.03
0.02
0.02
2014
0.00
0.00
2014
112
112
112
112
H
Ref.
L
C/R
0%
0%
0%
0%
112
112
112
112
2018
0.07
0.03
Capacity Profiles
Profiles (hourly movements and % increase over previous year)
2015
2016
2017
2018
0%
112
0%
112
0%
112
0%
112
0%
112
0%
112
0%
112
0%
112
0%
112
0%
112
0%
112
0%
112
2019
0.07
0.03
2019
0%
0%
0%
0%
112
112
112
112
0%
0%
0%
0%
Capacity Plan
Year
2014
2015
2016
2017
2018
2019
Minor updates of COOPANS
Sector configurations adapted to traffic demand
Possible alignment with FRA within NEFAB
Measures
Planned
Optimizing the use of FRA when military areas are active
Maintain appropriate level of staffing to open up to 11 sectors
CPDLC
Continuous improvements on the ATS route network
Significant
Events
Max sectors
Capacity
increase p.a.
Reference
profile
Additional
information
CDM at ESSA
airport
3 (M) + 4 (N) +
4 (S)
3 (M) + 4 (N) +
4 (S)
3 (M) + 4 (N) +
4 (S)
3 (M) + 4 (N) +
4 (S)
3 (M) + 4 (N) +
4 (S)
3 (M) + 4 (N) +
4 (S)
1%
1%
1%
1%
1%
1%
0%
0%
0%
0%
0%
0%
Even if Stockholm ACC as a whole seems to have sufficient capacity, which is what is shown in this table, we
still have lack of capacity in individual ACC Sectors. Especially sectors serving traffic to/from Arlanda.
ESOSACC - Reference capacity profile and alternative scenarios
120
Capacity profile (movements per hour)
115
110
105
100
95
90
85
80
2014
2015
2016
2017
2018
2019
2014-2019 Reference Capacity Profile
112
112
112
112
112
112
Capacity Profile - Current Routes
112
112
112
112
112
112
Capacity Profile - High
112
112
112
112
112
112
Capacity Profile - Low
112
112
112
112
112
112
113
114
115
116
117
118
Capacity Baseline
2012
112
2013
112
2014 - 2019 Plan
2014-2018/19 Planning Period Outlook
Stockholm ACC will have sufficient capacity to cope with the expected traffic growth during the planning period.
More information on the methodology related to capacity planning is available at :
http://www.eurocontrol.int/sites/default/files/content/documents/nm/network‐operations/capacity‐assessment‐
planning‐guidance‐doc‐v2.8final.pdf
LSSIP Year 2013 Sweden
18
Released Issue
Chapter 3 - ESSIP Report recommendations
Recommendations issued from the ESSIP Report for 2012 applicable to Sweden for all items that require
corrective actions and improvements ahead of the 2013 reporting exercise.
Number
Recommendation
Ownership
REC-2012-03
To ensure that all Stakeholders report the expected completion
dates as defined in their National business plans.
All States
Sweden endeavours to report possible delays in implementation as early as possible and to be
coherent with business plans.
REC-2012-05
To ensure correct application of LSSIP guidance material and to
implement the results of mandatory LSSIP in-cycle check.
All States
Sweden tries to apply the LSSIP guidance material correctly; however it is not always easy to
understand. Sweden does take note of information received by FP and PEPR objective
coordinators to correct any misunderstanding.
Airports to ensure appropriate efforts to implement all related
actions in the ESSIP objective AOP05, but particularly
REC-2012-08
stakeholder lines of action APO05 and/or APO06, in
coordination with the Network Manager.
EKCH, LFLL, LGKR, LGTS,
LHBP, EIDW, LPPT, LEBL,
LEPA, ESSB, LTAI, EGGW.
Bromma Stockholm Airport, as of today, has reached its capacity limit under current
environmental permit and investment in new systems and procedures are limited. LSSIP
considered as not applicable.
ANSPs to ensure appropriate efforts to implement all related
REC-2012-09 actions in the ESSIP objective AOP05, particularly stakeholder
lines of action ASP04 and ASP05.
CH (LSGG only), DK, ES,
FR (except LFPG), GR, HU,
PL, PT, SE (ESSB only),
TR, UK.
Bromma Stockholm Airport, as of today, has reached its capacity limit under current
environmental permit and investment in new systems and procedures are limited. LSSIP
considered as not applicable.
To ensure actions for overcoming present delays in the
REC-2012-10 implementation of basic ATSMHS capability (ESSIP objective
COM10).
AL, AM, AZ, CY, CZ, DK,
EE, FI, FR, GR, HR, HU, IT,
LU, MAS, MD, MT, NO, SE,
SI, UA
Technical establishment between DK and SE is on-going. Expected completion in 2014 with
reference to COM10.
Interim Deployment Programme View
Number
Recommendation
Ownership
REC-2012-22
States are encouraged to speed up the AFP implementation
and to schedule AFP testing with Network Manager
All States
Sweden has implemented all mentioned objectives.
REC-2012-27
Airports are encouraged to establish performance committees
and implement information sharing and performance reporting
processes in line with A-CDM guidelines (AOP05 objective).
Airports in applicability
area reported other than
“completed”
Bromma Stockholm Airport is responsible for all handling at the aerodrome and has sufficient
CDM procedures implemented. No investment will be made until agreement is prolonged with
Stockholm City Municipality. LSSIP considered as not applicable.
LSSIP Year 2013 Sweden
19
Released Issue
REC-2012-28
To revise deployment plans and as much as possible speed up
the implementation of CPDLC requirements
ANSPs of core area States
Sweden is not a core area State however implementation is planned and appropriate
telecommunication infrastructure will be deployed.
REC-2012-31
ANSPs to increase activities towards the migration to IP.
NO, FI, IE, FR, ES, IT, HR,
HU, UA, RS, ME, MK, GR,
MT, CY, AZ, SE
Implementation is planned for 2014.
Stakeholders View
Number
REC-2012-40
Recommendation
ANSPs are encouraged to publish more APV routes.
Ownership
All ECAC ANSPs
Plan and rules for APV procedures are included in Swedish Transport Agency’s regulation (TSFS
2009:11) however the lack of procedure designers slows down the implementation. This is an
airport responsibility in Sweden.
FAB View
Number
Recommendation
Ownership
REC-2012-41
To update the FABs plans and establish a more appropriate
roadmap to improve the current lack of coordination and ensure
a common response to deployment needs.
FAB States
Harmonisation of ESSIP reporting both between regulators and ANSPs is ongoing. Continuous
coordination on ANSP level is among other handled by a dedicated forum with the participation
of LFV, Naviair and NUAC where roadmaps and deployment needs are discussed.
REC-2012-42
The ANSPs should coordinate system deployment (including
system upgrades) and capabilities implementation plans with
FAB partner first, and then follow on with coordination to
adjacent FABs and ANSPs.
FAB States
Deployment is coordinated inside DK-SE FAB. On ANSP level LFV and Naviair co-owns NUAC
which harmonises e.g. operational concepts and system layout in DK-SE FAB. In addition LFV
and Naviair are involved in the Borealis alliance and NORACON/COOPANS which facilitate the
coordination with regards to system deployment in adjacent FABs and ANSPs.
REC-2012-43
Ongoing work to harmonise reporting culture between States in
the FAB should be continued to ensure alignment of reporting
principles.
FAB States
Reports are continuously harmonised and reporting principles discussed. Close coordination
between LFV and Naviair have been in place for some years and is continuously improved. The
resources involved in the LSSIP process have been re-used for other similar tasks such as the
IDP monitoring and recommendation activities where a synchronised approach is also utilised.
LSSIP Year 2013 Sweden
20
Released Issue
Chapter 4 - National Projects
The main projects ongoing in Sweden are the following:
Name
2
Schedul
e
Description – Scope
Status
Link with
Eur. Master
Plan.
Expected Contribution to the Key
2
Performance Areas
Remote
Tower
Centre
(RTC)
2013+
This implementation project aims to reduce the costs of
providing ATC services for TWR at small and medium sized
airports by the use of a remotely operated tower concept. A
pilot project will establish a Remote Tower Centre (RTC) with
connections to two airports in the northern part of Sweden:
Sundsvall and Örnsköldsvik. The project objective is to be the
first (worldwide) to be certified for remote aerodrome control
service for an airport with regular live traffic for permanent use.
The main benefit is reduced cost (for ATS provisions) as well
as possibility for improved/extended service.
Future updates of technology to this will be derived from the
ongoing SJU Remotely operated tower projects 6.9.3, 12.4.6,
12.4.7 and 12.4.8 (see next column).
Ongoing live traffic validation is
performed from RTC, using
remote aerodrome sensors and
systems, networking to remote
site and full TWR remote facility
including visual environment
scheduled finalisation in 2013.
Operation 2014.
Further R&D work with the
Remote Tower concepts is
handled within SJU, where LFV
(via NORACON) is leading the
operational development and
validation within WP6 and
contributing
to
systems
development in WP12.
OI-SM0201
Cost-efficiency
Safety
VHF
2018
Replacement of older VHF radio equipment to enable 8,33
channel separation in mid and northern parts of Sweden.
Planned installation 2012-2018
ITYAGVCS2
CTE-C5
Capacity – by satisfying the demand
for new frequency assignments in the
VHF band.
SUPS
20122016
Through this project, LFV will deploy separate WAM systems
in the Stockholm TMA and in a large part of the northern area
of the country and deployment of additional systems providing
nationwide coverage. The goal of the SUPS program is
comprehensive coverage of the LFV area of responsibility.
SUPS WAM will support Mode A/C, Mode S, and ADS-B 1090
ES. The system will provide surveillance from low levels in the
Stockholm TMA up to 66,000 ft according to coverage
requirements.
Note. Existing system fulfil the requirement in ASP01, ASP02
and ASP04, new systems will fulfil the requirement in ASP01,
ASP03 and ASP04.
Installations of equipment in the
beginning of 2012. Available for
operational integration by 2014 in
Stockholm and northern part of
Sweden. Then further coverage
will follow.
ITY-SPI
Safety – duplicate coverage and
removal of NRA, deployment of
surveillance solutions in non radar
areas.
Capacity – potential for capacity
increase through deployment of
surveillance solutions in areas where
currently procedural separation is
applied.
Cost-efficiency – enable for future
reduction of costs for technical
operation and facilitate the
deployment of the most efficient
surveillance solution.
Capacity, safety, cost-efficiency and environment – as defined in Recital 2 of Regulation (EU) No 691/2010.
LSSIP Year 2013 Sweden
21
Released Issue
ADQ
20122017
This project aims to adapt the organisation as national AIS and
as originator of flight information to the requirements of the
ADQ Implementing Rule. This include establishing complete
traceability of each piece of information from the moment of
creation, up through the value chain until the point the
information is published from the AIS. The main added value is
significant improvements in quality control and in the long term
cost efficiency and safety. ADQ is seen as an important
enabler to future ATM concepts.
The project started in 2012 with
the initial planning phase. During
2013
ADQ awareness campaigns
has been performed
AIS internal processes and
routines have been adapted
to
meet
the
ADQ
requirements
minor system modifications
have been implemented
Service Level Agreements
(SLAs) with data originators
(such as airports and other
parties according to chapter
2.2
in
the
ADQ
Implementing Rule) are in
the process of being signed
ITY-ADQ
IS-0202
IS-0204
Safety – improved consistency,
reliability and integrity.
Cost-efficiency – avoidance of repair,
correction and re-work activities at
data provider and data user level.
BUS
20132015
Replacement of PSR incl. Mode S in Stockholm TMA
Note. Existing system fulfil the requirement in ASP01, ASP 02
and ASP04, new system will fulfil the requirement in ASP01,
ASP03 and ASP04.
Ongoing procurement
ITY-SPI
Safety – replacement of PCR.
DLS
20132015
Implementation of CPDLC datalink (ATN/VDL Mode 2)
according to IR 29/2009
Ongoing
ITY-AGDL
AUO-0301
Safety – additional means of
communication between ATCO and
pilot.
Capacity – reduction of voice
congestion and increased controller
capacity.
Cost-effectiveness – enables sector
productivity increase and delay cost
savings.
LSSIP Year 2013 Sweden
22
Released Issue
Chapter 5 - Regional Co-ordination
5.1
FAB Co-ordination
DK-SE FAB - general:
During 2013 Denmark and Sweden focused, after replying the commission on the observations that was
sent to the commission by e-mail 3 Dec 2012, on replying the commission EU pilot 4579/13 and 4559/13.
Sweden and Denmark sent a replay 15 May 2013 to the commission and received a reply the 22 of July.
The commission replied that in light of Denmark's and Sweden's joint reply to the EU Pilot 4559/13
(Denmark) and 4579/13 (Sweden), the Commission considers that Denmark and Sweden could be fully
compliant with Article 2(25) of Regulation (EC) No 549/2004 and Article 9(a)(1) of Regulation (EC) No
550/2004.
In the joint reply from Sweden and Denmark some actions was described and the commission asked for
an implementation project plan and milestones encapsulating actions described. Denmark and Sweden
are now responding to the commission and a reply will be put forward the 15 of November at the latest.
As a reply to a letter from Sim Kallas 12 September 2012 to the ministers in Sweden and Denmark a
commitment of closer cooperation with NEFAB and the DK-SE FAB was signed 11 March 2013 by the
Ministers of Denmark Sweden, Finland Norway, Estonia and Latvia. On 3 July 2013 a second meeting
was held in Oslo at ministry level and a decision as a first step was taken to implement free Route
Airspace in NEFAB and DK-SE FAB by end of 2015.
The NSAs in DK-SE FAB and NEFAB have also responded to letter from the commission asking for
closer cooperation between NEFAB and DK-SE FAB by organizing meetings with approved ToRs and are
now in a process to find a common work programme for the group.
The Service providers within NEFAB and DK-SE FAB have formed a project NEFRA (Northern Europe
Free Route Airspace), to accommodate the decision taken by the ministries in the Nordic countries. A
NEFRA Programme Management Plan, including milestones etc. have been adopted by the six ANSPs
involved.
FAB Board:
DK-SE FAB Board have had 4 meetings in 2013. The military authorities in Sweden and Denmark have
participated as well as the main ANSPs with good experience.
Airspace:
Following a report during first quarter of 2012 from the Danish and Swedish en-route ANSPs, the
harmonisation of airspace in the DK-SE FAB has been put on hold in order to find an acceptable airspace
strategy for all parties involved. The difficulties with uncertainty due to the ongoing competition within
ANS in Sweden based on a decision taken by the government the strategy for airspace harmonisation are
still put on hold due to the uncertainty who will be the main provider in Sweden providing services at the
main airports.
Performance/Charging:
The revised Performance plan for the DK-SE FAB was sent to the European Commission on
21 December 2011 and approved in July 2012.
Monitoring on performance in the Danish-Swedish FAB:

Safety: Target for 2012 is 1.49 serious or major incidents (separation minima infringements) per
100 000 flying hours, actual performance 0.36. Target for 2013 is 1.45 in the three first quarters
of 2013 there has been 1 incident in the DK-SE FAB – equal to 0.24 incidents per 100 000 flying
hours.

Environment: No target at national/FAB level.

Capacity: Reference value for 2012 is 0.20 minutes of ATFM en-route delay (minutes per flight)
actual performance was 0.03 minutes.

Cost efficiency: Denmark has achieved reduction in unit costs despite lower than planned traffic
volumes. However Sweden’s unit cost increased €9.32 higher than performance plan due to an
increase in pension costs.
LSSIP Year 2013 Sweden
23
Released Issue
Oversight:
The integrated Danish-Swedish en-route ANSP, NUAC HB, was certified as ATSP as of 1 July 2012 and
as a Training Organisation for personnel in air traffic services as of 20 July 2012. Ongoing oversight of
NUAC HB has been done in close cooperation and a joint Danish Swedish oversight team has performed
oversight of NUAC HB office and the activities performed by NUAC HB in Malmö ACC. An annual
oversight plan has been adopted and the next year NUAC HB and Copenhagen ACC will be subject for
oversight.
Rule harmonisation:
A common revised Rule Harmonisation Plan 2013 for the DK-SE FAB was approved by the FAB Board
on 25 June 2013. Tasks performed during 2013 are (EU) no 923/2012 SERA common implementation
and harmonisation implementing date 4 December 2014.
Coordinated response to EASA NPA ATCO coordinated as well as within DK-SE FAB also with NEFAB
states and Iceland.
Coordinated response EASA NPA 2013-8 new IR, AMC and GM.
5.2
FAB Projects
Name
Schedule
FAB Partner
Status
Expected Contribution to the Key
Performance Areas3 and link to
ESSIP
NEFRA
End 2015
DK-SE FAB &
NEFAB
Project has started.
Capacity: Negligible effect on
Capacity
Safety: Negligible effect on Safety.
Cost-efficiency: Increased cost
efficiency for airspace users as
more direct routes can be planned.
Environment: Decreased load on
environment as a result of shorter
flight and shorter flight planned
distances.
ESSIP: AOM19, AOM20, FCM03
NUAC (Sweden,
Denmark), LFV
(Sweden), Naviair
(Denmark)
On-going
North European
Free Route
Airspace Free
route airspace
for Denmark,
Sweden,
Estonia, Finland,
Latvia and
Norway.
Extension of the
FRAS currently
existing in the
DK-SE FAB to
include Nordic
Airspace above
FL285.
Öresunds
TMA
2015-2018
NUAC project to
improve the
airspace in the
Öresunds region
– including
Copenhagen
and Malmö
airports as well
as other
surrounding
airports in
Southern
Sweden and
Denmark.
3
PMP and SG is
established
Capacity: Positive effect on
capacity to be expected as a result
of airspace tailored to modern
traffic flows.
Cost-efficiency: Increased cost
efficiency for airspace users as
arrival and departure routes will be
less constrained by national
boundaries.
Safety: At least no effect on safety
to be expected as a result of
airspace tailored to modern traffic
flows.
Environment: At least no negative
effect on environment as arrival and
departure routes will be less
constrained by national boundaries.
ESSIP: ENV01, NAV03, NAV10
Capacity, safety, cost-efficiency and environment – as defined in Recital 2 of Regulation (EU) No 691/2010.
LSSIP Year 2013 Sweden
24
Released Issue
En-Route
Airspace
redesign project
to improve enroute airspace in
DK-SE FAB.
5.3
Continuously
from 20142018
NUAC (Sweden,
Denmark), LFV
(Sweden), Naviair
(Denmark)
Capacity: Positive effect on
capacity to be expected as a result
of airspace tailored to modern
traffic flows.
Cost-efficiency: Increased cost
efficiency for airspace users as
airways will be less constrained.
Safety: At least no effect on safety
to be expected as a result of
airspace tailored to modern traffic
flows.
Environment: At least no negative
effect on environment as airways
will be less constrained.
ESSIP: AOM19, AOM20
Regional coordination
NUAC - Nordic Unified Air traffic Control
The Danish-Swedish FAB (DK-SE FAB) was declared in 2009.
The same year LFV and Naviair established the jointly owned NUAC HB Company.
As from 1 July 2012 NUAC HB took over the operation of LFV’s and Naviair’s three ATCCs in
Copenhagen, Malmö and Stockholm, from which NUAC HB as a certified ATS provider handles all the
en-route traffic in DK-SE FAB on behalf of LFV and Naviair.
The prime objective of NUAC HB is to provide the most safe, efficient and inexpensive operation of air
traffic in DK-SE FAB. To achieve this objective the NUAC HB company has jointly with LFV and Naviair
among others initiated the implementation of a number of efficiency improvement initiatives that will
deliver total savings of EUR 13 million annually for LFV and Naviair at the end of 2016. Seen in isolation
these activities, including the development of Free Route Airspace, will in the long term lower the airlines’
costs both related to ATM and fuel consumption. In addition the initiatives will also have a positive effect
on the environment and the climate by reducing the companies’ CO2 and NOX emissions.
A total of 750 employees are seconded from LFV and Naviair to NUAC HB. The ATCCs and ATMsystems remain LFV and Naviair’s property and are also on secondment to NUAC. The co-ownership of
NUAC HB makes LFV and Naviair well equipped to meet future requirements and expectations in the
industry.
EPN – Entry Point North
Entry Point North (EPN), owned jointly by AVINOR, LFV and Naviair, was established in 2006 as the first
transnational supplier of ATM education and training. December 20 2013 IAA also became a joint owner
of the academy which has its headquarters in Sturup, Sweden and is authorised by the Swedish
authorities.
EPN offers initial, maintenance and development training and was created with the prime purpose to
deliver standardised education of ab initios and controllers in accordance with best practices and
regulations from ICAO and EC. In 2011 EPN broadened its range of courses to include the training of
technical personnel engaged in the maintenance of ATM equipment known as Air Traffic Safety
Electronics Personnel (ATSEP).
In addition to training of the owners own personnel, EPN offers education on a commercial basis. This
has among other led to the establishment of Entry Point Central (EPC) ATS training academy in
Budapest, which is a subsidiary owned by EPN and HungaroControl. The academy provides courses
based on EPN’s training programme and methods
LSSIP Year 2013 Sweden
25
Released Issue
The COOPANS alliance
The COOPANS (Co-operation between ANSPs) alliance has been established between the five ANSPs
IAA (Ireland), LFV (Sweden), Naviair (Denmark), Austro Control (Austria) and Croatia Control (Croatia)
with Thales as supplier and partner.
The overarching purpose of the alliance is to reduce costs and reduce risks related to investments and
operation for each of the five ANSPs through common training, maintenance contracts etc. This is
achieved through a harmonised approach where the ATM systems are upgraded to a common
COOPANS ATM system. The system utilises joint software and harmonised technical and operational
procedures in order to limit specific national functionalities.
The upgrades are developed in so-called Builds which are subdivided in releases planned to be deployed
twice a year. As such the COOPANS ATM system is upgraded gradually; avoiding an expensive ‘big
bang’ migration and ensuring that compliance with a number of EC regulations and ESSIP objectives are
met. The COOPANS alliance is expected to reduce system development costs by approximately 30 per
cent compared with the costs each partner would incur if it had to upgrade the technology individually.
The first Build, Build 1, was deployed in 2012 in IAA, LFV and Naviair being the founders Founder of the
COOPANS alliance. The next Build, Build 2, will be deployed through a number of releases in the period
2012-2014. Build 2 will introduce further upgrades and harmonisation of the COOPANS ATM systems in
IAA, LFV and Naviair focusing on new technologies such as CPDLC and harmonisation of operational
concepts. Build 2 will also put the COOPANS ATM system into operation at Austro Control and Croatia
Control premises. After this, the COOPANS ATM system will be operational and harmonised in seven
ACCs in five European countries in 2014.
The following Build, Build 3, will be deployed from 2015. This Build and future Builds will continuously
ensure that the ATM systems in the COOPANS-countries are harmonised and compliant with a number
of emerging EC regulations, ESSIP objectives and SES/SESAR.
NORACON – North European and Austrian consortium
NORACON, the North European and Austrian Consortium is led by LFV and consists of Swedavia
(former LFV airports) and eight European ANSPs: Austro Control (Austria), AVINOR (Norway), EANS
(Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). The
NORACON consortium is a formal member of the SJU.
The purpose of the NORACON consortium is to ensure influence on the technical development in
Europe, including protecting the partners’ long-term strategic investments in the perspective of SESAR.
Within the SJU, NORACON is in lead of WP8, Information Management, and is making significant
contributions to both operational and technical areas.
The Borealis alliance
The members of Borealis alliance are Avinor (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland),
ISAVIA (Iceland), LFV (Sweden), LGS (Latvia), NATS (UK) and Naviair (Denmark).
The alliance is based on an Alliance Framework Agreement (AFA) signed on the 20th of June 2012. The
vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance
for stakeholders through business collaboration. By the establishment of the Borealis alliance the cooperation agreement known as NEAP (North European ANS Providers) was formally ended.
Borealis has two objectives, the first relates to delivering value through business co-operation between
the Members, the second to being collectively more influential by developing and expressing a joint
position on common issues. These objectives will be achieved by developing and delivering a joint
Borealis business plan.
LSSIP Year 2013 Sweden
26
Released Issue
Chapter 6 - ESSIP Objective Implementation
Conventions
Two colour codes are used for each ESSIP Objective ‘box’:
o
one colour code is used to show the Objective Scope in the Objective ID cell, and
o
another colour code is used to show the Objective Progress in the State and for each
national stakeholder.
Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs)
Obj. ID (*)
State’s high level progress statement Obj. Progress (**) State Impl. Date
REG
(By:mm-yyyy)
REG high level progress statement APO. Progress (**) ASP
(By:mm-yyyy)
ASP high level progress statement MIL
(By:mm-yyyy)
MIL high level progress statement APO
(By:mm-yyyy)
APO high level progress statement (*) Objective Scope Code:
APO Impl. Date
ASP. Progress (**) ASP Impl. Date
MIL. Progress (**) MIL Impl. Date
APO. Progress (**) APO Impl. Date
(**) Objective/Stakeholder Progress Code:
ECAC
EU+
Multi-N
APT
LSSIP Year 2013 Sweden
Completed
No Plan
Partly Completed
Not Applicable
Planned
Missing Data
Late
27
Released Issue
AOM13.1
Harmonise Operational Air Traffic (OAT) and General Air
Traffic (GAT) handling (By:12/2018)
[IDP]
Completed
[Essential]
Handling of Operational Air Traffic (OAT) and General Air Traffic (GAT) is harmonised.
11/2012
REG
(By:12-2018)
National legislation is published and updated in accordance with EUROAT.
Completed
ASP (By:12-2018) Common principles for EUROAT according to Swedish regulation are applied. MIL (By:12-2018) Military aeronautical information is migrated to EAD. Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are Not Applicable. 03/2012 Completed 11/2012 Completed 11/2012 AOM19 Implement
(By:12/2016) Advanced
Airspace
Management
[IDP] [Essential] Advanced Airspace management is almost implemented only remaining SLoA is to complete LoA with NM. ASP (By:12-2015) MIL (By:12-2015) LFV Advanced Airspace management is almost implemented only remaining SLoA is to complete LoA with NM.
ACR provides only TWR/APP‐services, without advanced airspace management. Flight plans have been amended according to notified dynamic airspace changes, but will not adapt to use ADR. Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable. Partly Completed 12/2015 Partly Completed 12/2015 Completed 11/2013 Completed AOM20 Implement ATS Route Network (ARN) - Version 7
(By:10/2013) [Essential] Relevant parts are implemented and published in AIP. The Military Authority participates in ASM level 1 meetings for planning of new routes, changes to airspace etc. ASP (By:10-2013) Relevant parts are implemented and published in AIP. MIL (By:10-2013) Military Authority has no ATM service provision role, so the ASP SLoAs are not applicable. However, military authority participates in ASM level 1 meetings for planning of new routes, changes to airspace etc. 10/2013 Completed 11/2012 Completed 10/2013 [IDP] Completed AOM21 Implementation of Free Route Airspace (By:12/2017) [Essential] Free Route Airspace implemented. 10/2013 REG (By:12-2017) Final acceptance communicated to ANSP. ASP (By:12-2017) Free Route Airspace implemented and final acceptance received from Swedish Transport Agency. MIL (By:12-2017) Flight planning systems amended, procedures are updated and aircrews are trained. Completed 10/2013 Completed 10/2013 Completed 10/2013 LSSIP Year 2013 Sweden
28
Released Issue
AOP01.2 Implement airside capacity enhancement method and
best practices based on Eurocontrol capacity and
efficiency implementation manual (By:12/2013) Completed ESSA - Stockholm - Arlanda Stockholm‐Arlanda Airport is monitoring and implementing additional capacity enhancements methods according to the manual, when there is a need for improvements etc. ASP (By:12-2011) LFV participates in the local arrangements established by the airport. The current airside capacity of Stockholm‐Arlanda Airport is sufficient . APO (By:12-2011) The current airside capacity of Stockholm‐Arlanda Airport is sufficient and is expected to remain sufficient over the planning period. Involved actors are consulted in regular meetings where capacity issues are discussed. 11/2012 Completed 11/2012 Completed 10/2012 AOP01.2 Implement airside capacity enhancement method and
best practices based on Eurocontrol capacity and
efficiency implementation manual (By:12/2013) Not Applicable ESSB - Stockholm - Bromma Bromma Stockholm Airport, as of today, has reached its capacity limit under current environmental permit. ASP (By:12-2011) Capacity is sufficient for current traffic. APO (By:12-2011) Capacity is sufficient for current traffic. Limitations are based on current environmental conditions. ‐ Not Applicable ‐ Not Applicable ‐ AOP03 Improve runway safety by preventing runway incursions
(By:12/2013) Completed Actions are taken on the basis of the European Action Plan for the Prevention of Runway Incursions. A RWY Safety Team is managing EAPRI as an ongoing activity. Airside vehicles are equipped with 1090ES/ADS‐B locators as a part of the A‐SMGCS system Level 1. The related amended regulations entered into force during the first semester of 2006. REG (By:12-2013) Amended regulations entered into force during the first semester of 2006. ASP (By:12-2013) Actions are taken on the basis of the European Action Plan for the Prevention of Runway Incursions. The RWY safety team manages this, as described in the LCIP document. It is an ongoing activity. Vehicles and buses are equipped with 1090ES/ADS‐B locators. This information is then part of the A‐SMGCS system. MIL (By:12-2013) Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are Not Applicable. Civil traffic at Mil Aerodromes is handled by LFV according to agreement, so the APO SLoAs are also Not Applicable. APO (By:12-2013) Stockholm Arlanda Runway Safety Team has been established to manage EAPRI as an ongoing activity. ‐ Completed ‐ Completed ‐ Not Applicable ‐ Completed ‐ LSSIP Year 2013 Sweden
29
Released Issue
AOP04.1 Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level1 (By:12/2011) [Essential] Completed ESSA - Stockholm - Arlanda Introduction of MLAT system including equipage of transponders is completed. 12/2011 REG (By:12-2010) Regulation is updated and requires all aircraft operating into airports equipped with A‐SMGCS Level 1 having equipment in accordance with the requirements of ICAO. Airport Manager is mandated to issue Local Safety Regulation applicable to the aerodrome operation. ASP (By:12-2011) Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level I implemented. MIL (By:12-2010) Aircrews are trained when required. Mil Authority has no Regulatory power, so the REG SLoAs are Not Applicable. APO (By:12-2010) Introduction of MLAT system including equipage of transponders to support existing SMR is completed. Training and installation of equipment are completed. Completed 07/2011 Completed 04/2010 Completed 10/2010 Completed 12/2011 AOP04.1 Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level1 (By:12/2011) [Essential] Not Applicable ESSB - Stockholm - Bromma There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport. Bromma Stockholm Airport has an environmental and operational permit that limits the capacity in severe weather conditions. SMGCS investment can therefore not be motivated. REG (By:12-2010) There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport. ASP (By:12-2011) There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport. MIL (By:12-2010) There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport. APO (By:12-2010) There is no plan for implementing A‐SMGCS at Bromma Stockholm Airport. Bromma Stockholm Airport has an environmental and operational permit that limits the capacity in severe weather conditions. SMGCS investment can therefore not be motivated. ‐ Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ AOP04.2 Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level 2 (By:12/2017) Planned ESSA - Stockholm - Arlanda A‐SMGS level 2 is installed and is planned to be operational 2015. 12/2015 REG (By:12-2017) When the request for approval of A‐SMGCS Level 2 is received it will be handled according to the approval process. ASP (By:12-2017) Training and operational procedures will be implemented. APO (By:12-2017) A‐SMGS level 2 is planned to be operational 2015. Planned 12/2015 Planned 12/2015 Planned 12/2015 LSSIP Year 2013 Sweden
30
Released Issue
AOP04.2 Implement Advanced Surface Movement Guidance and
Control System (A-SMGCS) Level 2 (By:12/2017) Not Applicable ESSB - Stockholm - Bromma There is no plan for implementing A‐SMGCS. Bromma Stockholm Airport have limited environmental allowances that limits the capacity in severe weather conditions to such extent that a SMGCS investment cannot be motivated. REG (By:12-2017) There is no plan for implementing A‐SMGCS Level 1 or Level 2. ASP (By:12-2017) There is no plan for implementing A‐SMGCS Level 1 or Level 2 APO (By:12-2017) There is no plan for implementing A‐SMGCS Level 1 or Level 2. Bromma Stockholm Airport has limited environmental allowances that limits the capacity in severe weather conditions to such extent that a SMGCS investment cannot be motivated. ‐ Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ AOP05 Implement Airport Collaborative Decision Making (CDM)
(By:01/2016) [IDP] [Essential] Partly Completed ESSA - Stockholm - Arlanda Implementation of CDM at Stockholm Arlanda is partly completed, final operational test are conducted. ASP (By:01-2016) This Stockholm CDM project is in collaboration between EEC and Stockholm‐Arlanda aeronautical platform represented by LFV, Swedavia, Aircraft Operators SAS, Britannia, Skyways and a number of Handling Agents. The project consists of 4 Work Packages. Partly Completed 03/2014 MIL (By:01-2016) No MIL traffic at Stockholm‐Arlanda airport. APO (By:01-2016) Implementation of CDM at Stockholm Arlanda is partly completed, final operational test are conducted. 03/2014 Not Applicable ‐ Partly Completed 03/2014 AOP05 Implement Airport Collaborative Decision Making (CDM)
(By:01/2016) [IDP] [Essential] Not Applicable ESSB - Stockholm - Bromma Bromma Stockholm Airport is responsible for all handling at the aerodrome and has sufficient CDM procedures implemented. No investments will be made until agreement is prolonged with Stockholm City Municipality. ASP (By:01-2016) LFV adopts to Bromma Stockholm Airport decision. MIL (By:01-2016) No MIL traffic at Bromma Stockholm Airport. APO (By:01-2016) Bromma Stockholm Airport is responsible for all handling at the aerodrome and has sufficient CDM procedures implemented. No investments will be made until agreement is prolonged with Stockholm City Municipality. ‐ Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ LSSIP Year 2013 Sweden
31
Released Issue
ATC02.2 Implement ground based safety nets - Short Term
Conflict Alert (STCA) - level 2 (By:01/2013) [Essential] LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. All is completed. National regulations for the use of STCA are in force since 1 January 2005 but the choice of the version and specifications is left to ANSP. REG (By:01-2013) STCA was initially approved 03/2005. Introduction of the change into service, has been reviewed, analysed and ANSP notified of accepted changes. ASP (By:01-2013) LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. MIL (By:01-2013) Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are Not Applicable. Completed 11/2012 Completed 11/2012 Completed 11/2012 Not Applicable ‐ ATC02.5 Implement ground based safety nets - Area Proximity
Warning - level 2 (By:12/2016) [Essential] APW is already implemented in Topsky and will be compared to EUROCONTROL Specification on APW. ASP (By:12-2016) MIL (By:12-2016) Partly Completed 12/2016 Partly Completed APW is already implemented in Topsky. The existing APW function will be compared to the approved EUROCONTROL specification on APW to determine any delta. Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are Not Applicable. 12/2016 Not Applicable ‐ Planned ATC02.6 Implement ground based safety nets - Minimum Safe
Altitude Warning - level 2 (By:12/2016) [Essential] MSAW is already implemented, but is not operationally used. The existing MSAW function will be compared to the approved EUROCONTROL Specification on MSAW. ASP (By:12-2016) MSAW is already implemented in Topsky but is not operationally used. The existing MSAW function will be compared to the approved EUROCONTROL Specification on MSAW to determine any delta and possible modifications or implementation in other systems in use. MIL (By:12-2016) Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are Not Applicable. 12/2016 Planned 12/2016 Not Applicable ‐ Planned ATC02.7 Implement ground based safety nets - Approach Path
Monitor - level 2 (By:12/2016) [Essential] Waiting approved Eurocontrol specification on APM as the basis for implementation of APM. ASP (By:12-2016) The EUROCONTROL Specification will be used as basis for planning of any implementation in systems. MIL (By:12-2016) Military Authority has no ATM Service Provision role, so the SLoAs are Not Applicable. 12/2016 Planned 12/2016 Not Applicable ‐ LSSIP Year 2013 Sweden
32
Released Issue
ATC07.1 Implement arrival management tools (By:12/2015) [Essential] Basic AMAN functionality is already in place through the MAESTRO sequencing function which is integrated in the EUROCAT2000E. ASP (By:12-2015) Basic AMAN functionality is already in place through the MAESTRO sequencing function which is integrated in the EUROCAT2000E. Completed ‐ Completed ‐ Completed ATC12 Implement automated support for conflict detection and
conformance monitoring (By:12/2016) [Essential] LFV operates MTCD function in Malmö and Stockholm ACCs. Conformance monitoring functions safety assessment will be reviewed, analysed and ANSP notified of accepted changes. REG (By:12-2016) MTCD was initially approved 03/2005 and improvements was approved 01/2012 and also foreseen 01/2013. Conformance monitoring functions safety assessment will be reviewed, analysed and ANSP notified of accepted changes. ASP (By:12-2016) LFV operates MTCD function in Malmö and Stockholm ACCs. 11/2012 Completed 11/2012 Completed 12/2008 [IDP] Completed ATC15 Implement, in En-Route operations, information
exchange mechanisms, tools and procedures in support
of Basic AMAN operations (By:12/2017) [Essential] AMAN is implemented and approved as a part of Eurocat. 12/2008 REG (By:12-2017) System and procedures approved as a part of Eurocat. ASP (By:12-2017) AMAN is implemented and in operational use in Stockholm and Malmö ACC. Completed 12/2008 Completed 12/2008 ATC16 Implement ACAS II compliant with TCAS II change 7.1
(By:12/2015) Partly Completed Approved operators are registered in authority registry‐system after approved application. LFV has a monitoring system in place and all concerned personnel have been trained. MIL transport category aircraft will be upgraded to version 7.1. REG (By:12-2015) Aircraft operators informed via published authority documents and information channels. Information containing applicable regulations and how to make complete airworthiness and operational/training updating and application for ACAS 7.1 Approved operators are registered in authority registry‐system after approved application. ASP (By:03-2012) Monitoring system is in place and all concerned personnel have been trained. MIL (By:12-2015) All transport category aircraft are currently equipped with ACAS II version 7.0 or higher and training has been completed. All Gulfstream aircraft will be upgraded to version 7.1 by 08‐2014. The Gulfstream G550 got the version 7.1 already. The rest of the transport category fleet will be upgraded by 11‐2015. 11/2015 Completed 10/2013 Completed 12/2011 Planned 11/2015 LSSIP Year 2013 Sweden
33
Released Issue
ATC17 Electronic Dialogue
Controller
during
(By:12/2018) as Automated Assistance to
Coordination
and
Transfer
[IDP] [Essential] Automated assistance to controller during coordination and transfer will be implemented according to plan. NSA has accepted and communicated proposed changes to ANSP. REG (By:12-2018) ASP (By:12-2018) Following changes have been accepted and communicated to ANSP: ROF, COF, TIM and MAS. Other changes will be accepted when received. Automated assistance to controller during coordination and transfer will be implemented according to plan. Planned 12/2018 Partly Completed 12/2018 Planned 12/2018 COM09 Migrate ground international or regional X.25 data
networks or services to the Internet Protocol (IP)
(By:12/2014) [IDP] International services migration from X.25 to IP is in progress. 01/2014 REG (By:12-2010) Certified ANSPs providing international service shall comply with Commission regulation (EC) 633/2007 and the European Commission and the EUROCONTROL Agency will be informed. ASP (By:12-2014) International services migration from X.25 to IP is in progress. LFV is connected to PENS via IPv6/IPv4 gateway. MIL (By:12-2014) Partly Completed Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable. Late 01/2014 Partly Completed 01/2014 Not Applicable ‐ COM10 Migrate from AFTN to AMHS (By:12/2014) Planning is ongoing, commissioning not set yet. Planned 12/2014 ASP (By:12-2014) Planning is ongoing, commissioning not set yet. MIL (By:12-2014) Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable* Planned 12/2014 Not Applicable ‐ COM11 Implementation of Voice over Internet Protocol (VoIP) in
ATM (By:12/2020) Planning in progress. Planned 12/2020 REG (By:12-2018) When received, safety case will be analysed and safety arguments reviewed, according to initial oversight process. ASP (By:12-2020) LFV plan to replace obsolete technologies (analogue and TDM‐based) with VoIP solutions both for G/G telephony and the ground part of A/G voice communication. MIL (By:12-2020) Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable. Planned 12/2018 Planned 12/2020 Not Applicable ‐ LSSIP Year 2013 Sweden
34
Released Issue
ENV01 Implement Continuous Descent Operations (CDO)
techniques
for
environmental
improvements
(By:12/2013) [IDP] Completed ESGG - Göteborg CDA procedures have been introduced and published at Landvetter / Göteborg. 10/2010 ASP (By:12-2013) CDA procedures have been introduced and published at Landvetter / Göteborg. APO (By:12-2013) CDA procedures have been introduced and published at Landvetter / Göteborg. Completed 10/2010 Completed 10/2010 ENV01 Implement Continuous Descent Operations (CDO)
techniques
for
environmental
improvements
(By:12/2013) [IDP] Completed ESMS - Malmö Sturup CDA procedures have been introduced and published at Malmö‐Sturup. ASP (By:12-2013) CDA procedures have been introduced and published at Malmö‐Sturup. APO (By:12-2013) CDA procedures have been introduced and published at Malmö‐Sturup. 10/2010 Completed 10/2010 Completed 10/2010 [IDP] Completed ENV01 Implement Continuous Descent Operations (CDO)
techniques
for
environmental
improvements
(By:12/2013) ESNU - Umea CDA procedures have been introduced and published at Umeå. ASP (By:12-2013) CDA procedures have been introduced and published at Umeå. APO (By:12-2013) CDA procedures have been introduced and published at Umeå. 10/2010 Completed 10/2010 Completed 10/2010 ENV01 Implement Continuous Descent Operations (CDO)
techniques
for
environmental
improvements
(By:12/2013) [IDP] Completed ESSA - Stockholm - Arlanda CDA procedures have been introduced and published at Stockholm‐Arlanda. 09/2009 ASP (By:12-2013) CDA procedures have been introduced and published at Stockholm‐
Arlanda. APO (By:12-2013) CDA procedures have been introduced and published at Stockholm‐
Arlanda. The availability of CDA is reduced during peak hours. Completed 09/2009 Completed 09/2009 LSSIP Year 2013 Sweden
35
Released Issue
ENV01 Implement Continuous Descent Operations (CDO)
techniques
for
environmental
improvements
(By:12/2013) Not Applicable [IDP] ESSB - Stockholm - Bromma Due to congestion in Stockholm Terminal area CDA procedures are not provided for Bromma Stockholm Airport. ASP (By:12-2013) Due to congestion in Stockholm Terminal area CDA procedures are not provided for Bromma Stockholm Airport. APO (By:12-2013) Due to congestion in Stockholm Terminal Area CDA procedures are not provided for Bromma Stockholm Airport. ‐ Not Applicable ‐ Not Applicable ‐ ENV02 Implement Collaborative Environmental Management
(CEM) at Airports (By:12/2016) Completed ESSA - Stockholm - Arlanda A number of projects and activities are ongoing taking care of mutual interests in reducing environmental impact on neighbouring communities. ASP (By:12-2016) Stockholm Arlanda Airport (Swedavia) and LFV have since long a developed methodology and tools are in place. Since 2006, there is a project running at Arlanda Airport on environment activities, developed together with the airports neighbours. LFV has an integrated quality management system (ISO 9001 and ISO 14001). MIL (By:12-2015) No MIL traffic at Stockholm Arlanda airport. APO (By:12-2016) A number of projects and activities are ongoing taking care of mutual interests in reducing environmental impact on neighbouring communities. 10/2010 Completed 10/2010 Not Applicable ‐ Completed 09/2009 ENV02 Implement Collaborative Environmental Management
(CEM) at Airports (By:12/2016) Partly Completed ESSB - Stockholm - Bromma CEM activities are ongoing at Bromma Stockholm Airport. A more structured way of handling these issues is planned. EC CEM visions and guidance material will be used in this respect. ASP (By:12-2016) LFV will participate actively on the initiative of Bromma Stockholm Airport. MIL (By:12-2015) No MIL traffic at Bromma Stockholm Airport. APO (By:12-2016) CEM activities are ongoing at Bromma Stockholm Airport. 01/2014 Partly Completed 01/2014 Not Applicable ‐ Partly Completed 01/2014 LSSIP Year 2013 Sweden
36
Released Issue
FCM01 Implement enhanced tactical flow management services
(By:12/2006) [Essential] Enhanced tactical flow management service (ETFMS) is implemented except DPI pending decision at Stockholm Arlanda Airport regarding CDM implementation ASP (By:12-2006) Enhanced tactical flow management service (ETFMS) is implemented except DPI pending decision at Stockholm Arlanda Airport regarding CDM implementation MIL (By:12-2001) Mil. Authority has no ATM Service Provision role, so the ASP SLoA is Not Applicable. Completed 11/2012 Completed 11/2012 Not Applicable ‐ [IDP] Planned FCM03 Implement collaborative flight planning (By:12/2015) [Essential] Sweden intends to fulfil all actions required to support the collaborative flight planning. All remaining actions are planned to be fully implemented 2014 by implementation of Topsky at ACC Malmö and ACC Stockholm. ASP (By:12-2015) Sweden intends to fulfil all actions required to support the collaborative flight planning. All remaining actions are planned to be fully implemented 2014 by implementation of Topsky at ACC Malmö and ACC Stockholm. MIL (By:12-2015) Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable. 12/2014 Planned 12/2014 Not Applicable ‐ FCM04 Implementation of Short Term ATFCM Measures - phase
1 (By:12/2015) [IDP] [Essential] (Outside Applicability Area) Sweden is not in the applicability area, and will not implement REG (By:12-2015) Sweden is not in the applicability area, and will not implement ASP (By:12-2015) Sweden is not in the applicability area, and will not implement Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ FCM05 Implementation of interactive rolling NOP (By:12/2016) [IDP] [Essential] No operational need for an automated ASM Support System is identified and therefore the cost for such an implementation is not justified for the time being. Coordinated Swedavia airports provide slot‐
information via ACS (Airport Coordination Sweden) to NM. REG (By:12-2016) The changes of the ATM system will be reviewed and approved according to already established routines when the application from the provider is submitted to Swedish Transport Agency. Because of this, the action can be considered Completed. ASP (By:12-2016) LFV has not identified any operational need for an automated ASM Support System and therefore the cost for such an implementation is not justified for the time being. The solution in use is deemed to satisfy the operational needs for today and for the coming years. MIL (By:12-2016) Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable and Mil. User does not perform any scheduled flight according to IATA Standard Schedules Information Manual. APO (By:12-2016) Coordinated Swedavia airports provide slot‐information via ACS (Airport Coordination Sweden) to NM. Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ Not Applicable ‐ LSSIP Year 2013 Sweden
37
Released Issue
INF04 Completed Implement integrated briefing (By:12/2012) AIS, Flight Plan and MET fully integrated. ATFM handled by the same entity (Flight Planning Centre) but subject to ATFM message confirmation on telephone. ASP (By:12-2012) AIS, Flight Plan and MET fully integrated. ATFM handled by the same entity (Flight Planning Centre) but subject to ATFM message confirmation on telephone. MIL (By:12-2012) Mil. Authority has no ATM Service Provision role, so the ASP SLoA is Not Applicable. 10/2012 Completed 10/2012 Not Applicable ‐ Planned ITY-ADQ Ensure quality of aeronautical data and aeronautical
information (By:07/2017) [Essential] Planning and implementation in progress. 07/2017 REG (By:07-2017) Verification of compliance will be done according to established routines when application is submitted or through ongoing oversight when applicable. ASP (By:07-2017) Implementation is in progress. MIL (By:07-2017) Military Authority has no ATM service provision role so the SLoAs are Not Applicable APO (By:07-2017) Swedavia is in a preparatory phase which includes cost and workload estimates. Planning will be coordinated with LFV (ANSP). Planned 07/2017 Planned 07/2017 Not Applicable ‐ Planned 07/2017 [IDP] Late ITY-AGDL Initial ATC air-ground data link services above FL-285
(By:02/2015) [Essential] Swedish Transport Agency ensures that safety is assessed before any change to the existing system and that relevant information is published in AIP. LFV plans to support CPDLC over ATN/VDL Mode 2 in accordance with EC Regulation No 29/2009. Transport‐type State aircraft will be equipped to comply with Commission Regulation (EC) 29/2009. REG (By:02-2015) Swedish Transport Agency ensures that safety is assessed before any change to the existing system and relevant information is published in AIP. SLoAs 4 and 5 are under review. ASP (By:02-2015) LFV plan to support CPDLC over ATN/VDL Mode 2 in accordance with EC Regulation No 29/2009. MIL (By:-) Transport‐type State aircraft will be equipped to comply with Commission Regulation (EC) 29/2009. 12/2018 Planned 02/2015 Planned 02/2015 Late 12/2018 LSSIP Year 2013 Sweden
38
Released Issue
ITYAGVCS2 Implement
air-ground
voice
channel
requirements below FL195 (By:12/2020) spacing
Planned Compliance will be ensured with the requirements on 8,33 kHz frequency conversions. Most of the voice communication systems are upgraded. REG (By:12-2018) Compliance will be ensured with the requirements on 8,33 kHz frequency conversions. ASP (By:12-2018) Most of the voice communication systems are upgraded. Planned 12/2017 Partly Completed VHF MIL (By:12-2020) APO (By:12-2018) All aircraft are equipped for 8,33 kHz channel spacing 12‐2013. All radios (in all aircraft) will be modified for 8,33 kHz channel spacing capability by 12‐2018. Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are Not Applicable. Swedavia will comply to existing legislation meaning full compliant by 31st of December 2018. Planning of retrofit of VHF equipment is ongoing 12/2018 12/2018 Partly Completed 12/2018 Planned 12/2018 ITY-COTR Implementation of ground-ground
ordination processes (By:02/2015) automated
co-
[Essential] Safety oversight is conducted in accordance with Commission Regulation (EC) No 1032/2006 and (EC) No 1315/2007. FDP and exchange system and processes between ATC units and other than ACCs are in accordance with Commission Regulation (EC) No 1032/2006. ABI, ACT, REV, MAC, BFD, and CFD messages completed. LOF and NAN are planned to be implemented. Training on additional functionality is an integral part of implementation. REG (By:12-2012) Safety oversight is conducted in accordance with Commission Regulation (EC) No 1032/2006 and Commission Regulation (EC) No 1315/2007. ASP (By:02-2015) FDP and exchange system are in accordance with Commission Regulation (EC) No 1032/2006 Annex I (Part A). ABI, ACT, REV, MAC, BFD, and CFD messages completed. LOF and NAN are planned to be implemented. Training on additional functionality is always an integral part of implementation. MIL (By:12-2012) Mil. Authority has not ATM Service Provision role, so the ASP SLoAs is Not Applicable. Partly Completed 02/2015 Completed 10/2009 Partly Completed 02/2015 Not Applicable ‐ ITY-FMTP Apply a common flight message transfer protocol
(FMTP) (By:12/2014) [IDP] Planned FMTP compliant to (EC) Regulation No. 633/2007 was implemented technically in Topsky systems 01/2013. Transition for each adjacent ACC (starting with Copenhagen ACC in Q4 2013) will be individual and is planned to take place during 2013‐2014. Military controlling units demand for data processed flight messages will be ensured. REG (By:12-2014) Verification of Regulation (EC) no 633/2007 is planned within the scope of the initial oversight of the upgraded Topsky. ASP (By:12-2014) FMTP compliant to (EC) Regulation No. 633/2007 was implemented technically in Topsky systems 01/2013. Transition for each adjacent ACC (starting with Copenhagen ACC in Q4 2013) will be individual and is planned to take place during 2013‐2014. MIL (By:12-2014) Military controlling units will implement data processed flight messages. 12/2014 Planned 12/2014 Planned 12/2014 Planned 12/2014 LSSIP Year 2013 Sweden
39
Released Issue
ITY-SPI Surveillance
(By:12/2019) performance
and
interoperability
Planned Safety assessment is conducted and reviewed by regulator, interoperability is ensured and training is performed when needed. REG (By:12-2013) Safety assessments reports will be reviewed when received. ASP (By:02-2015) Safety assessment is conducted, interoperability is ensured and training is performed when needed. MIL (By:12-2019) The State aircraft operating as GAT in accordance with IFR rules will be equipped with Mode S enhanced surveillance 01/2019 and ADS‐B out 12/2017. Military Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable. 01/2019 Completed 11/2012 Completed 11/2012 Planned 01/2019 Completed NAV03 Implementation of P-RNAV (By:12/2012) [Essential] P‐RNAV is implemented in accordance with Swedish regulations for following aerodromes: Stockholm‐
Arlanda, Halmstad, Göteborg Landvetter, Umeå, Åre‐Östersund, Göteborg City Airport and Stockholm‐
Skavsta 2011/2012. RNAV for en‐route based on DME/DME is implemented. REG (By:01-2005) P‐RNAV is implemented in accordance with Swedish regulation. ASP (By:12-2012) P‐RNAV is implemented in accordance with Swedish regulations for following aerodromes: Stockholm‐Arlanda, Halmstad, Göteborg Landvetter, Umeå, Åre‐Östersund, Göteborg City Airport and Stockholm‐
Skavsta 2011/2012. RNAV for en‐route based on DME/DME is implemented. MIL (By:12-2012) No plan for OAT. Mil. Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable. 11/2009 Completed ‐ Completed E 2000 11/2009 Not Applicable ‐ [IDP] Late NAV10 Implement APV procedures (By:12/2016) [Essential] National regulation implemented for APV procedures based on EASA material. Implementation is depending of the aerodrome owners initiative and PBN‐plan. Procedures for APV/Baro VNAV published in Swedish AIP. Some mil aircrafts are and some will be fitted with suitable APV/Baro equipment, airworthiness and operational approval has been granted by the Mil. Authority. REG (By:04-2016) National regulation implemented for APV procedures based on EASA material. ASP (By:12-2016) Implementation is depending on the aerodrome owners initiative and PBN‐plan. Procedures for APV/Baro VNAV are published in Swedish AIP. MIL (By:12-2016) Some aircrafts are and some will be fitted with suitable APV/Baro equipment, airworthiness and operational approval has been granted by the Mil. Authority. 12/2018 Completed 09/2010 Completed 10/2010 Late 12/2018 LSSIP Year 2013 Sweden
40
Released Issue
SAF10 Implement measures to reduce the risk to aircraft
operations
caused
by
airspace
infringements
(By:12/2011) Late The European Action Plan and the Swedish action plan have been promulgated on Swedish Transport Agency web. Risk reduction measures will be considered, implemented and monitored. REG (By:12-2011) The European Action Plan and the Swedish action plan have been promulgated on Swedish Transport Agency web. Monitoring of implementation will be performed. ASP (By:12-2011) Relevant actions with regard to recommendations in the EAP and the National plan ‐ Airspace Infringement Risk Reduction will be considered and implemented. MIL (By:12-2011) Appropriate parts of the European Action Plan have been implemented. 12/2014 Late 12/2014 Late 12/2014 Completed 10/2009 SAF11 Improve runway safety by preventing runway excursions
(By:01/2018) Partly Completed The Swedish Transport Agency has published a national action plan, based on EAPPRE, with recommendations to Aerodrome Operator, Air Navigation Service Provider, Aircraft Operator and National Authority. Actions taken by the different actors are reviewed during oversight. REG (By:01-2018) The Swedish Transport Agency has published a national action plan, based on EAPPRE, with recommendations to Aerodrome Operator, Air Navigation Service Provider, Aircraft Operator and National Authority. Actions taken by the different actors are reviewed during oversight. ASP (By:12-2014) Participating in Runway Safety Teams according to LoA between ACR and AOPs. A campaign to improve work in local runway safety teams is ongoing. MIL (By:01-2018) Mil. Authority has no ATM Service Provision role, so the ASP SLoA is Not Applicable. Mil. aerodromes have implemented the appropriate parts of EAPPRE. APO (By:12-2014) Swedavia is planning to incorporate EAPPRE as a means to reduce Runway excursion. 12/2014 Completed 11/2013 Partly Completed 12/2014 Completed 11/2013 Planned 12/2014 SRCCHNG Implementation of Safety Oversight of Changes to ATM
by National Supervisory Authorities (NSA) (By:12/2010) (Outside Applicability Area) Not Applicable SRCRLMK Implement the EUROCONTROL Safety
Requirements (ESARRs) (By:12/2010) Regulatory
(Outside Applicability Area) Not Applicable SRCSLRD Safety Levels
(By:12/2010) and
Resolution
Deficiencies
(Outside Applicability Area) LSSIP Year 2013 Sweden
of
41
Not Applicable Released Issue
Annexes
Annex A – Specialists involved in the LSSIP Process
LSSIP Co-ordination
LSSIP Focal Point for Sweden
Swedish Transport Agency
Eva NOREUS
LSSIP Focal Point for LFV
LFV
Gunilla BLANK
LSSIP Focal Point for ACR
ACR
Rolf JONSON
LSSIP Focal Point for Military Authority
Swedish Armed Forces
Jan-Olof NORBERG
LSSIP Focal Point Swedavia
Swedavia
Anders LEDIN
LSSIP Contact Person for Sweden
EUROCONTROL
Danny DEBALS
ESSIP Objective Implementation
ESSIP
Objective
EUROCONTROL
Objective Owners
EUROCONTROL
PEPR Objective
Coordinator
AOM13.1
R. BUCUROIU, O.
MROWICKI, E. REUBER
A. DYBOWSKA
AOM19
G. ACAMPORA, O.
MROWICKI
A. DYBOWSKA
National Stakeholder Specialist(s)
Completed
Ann-Christine SPORRONG – Swedish Transport Agency
Gunilla BLANK – LFV
Jan-Olof NORBERG – Swedish Armed Forces
Ann-Christine SPORRONG – Swedish Transport Agency
AOM20
R. BUCUROIU
A. DYBOWSKA
Gunilla BLANK – LFV
Jan-Olof NORBERG – Swedish Armed Forces
Sigge SKARFSJÄLL – Swedish Transport Agency
AOM21
R. BUCUROIU
A. DYBOWSKA
Gunilla BLANK – LFV
Jan-Olof NORBERG – Swedish Armed Forces
AOP01.2
P. ADAMSON
P. VRANJKOVIC
Completed
AOP03
T. LICU
P. VRANJKOVIC
Completed
AOP04.1
P. ADAMSON
P. VRANJKOVIC
Completed
AOP04.2
P. ADAMSON
P. VRANJKOVIC
Sven-Anders AXELSSON - Swedish Transport Agency
Anders LEDIN - Swedavia
Anders ANDERSSON - LFV
Anders LEDIN – Swedavia
AOP05
P. ADAMSON
P. VRANJKOVIC
ATC02.2
B. BAKKER, S.
DROZDOWSKI
I. FEIJT
ATC02.5
B. BAKKER, S.
DROZDOWSKI
I. FEIJT
ATC02.6
B. BAKKER, S.
DROZDOWSKI
I. FEIJT
ATC02.7
B. BAKKER, S.
DROZDOWSKI
I. FEIJT
ATC07.1
N. GAUTIER
L. DELL’ORTO
Completed
ATC12
N. GAUTIER
L. DELL’ORTO
Completed
ATC15
N. GAUTIER
L. DELL’ORTO
Completed
ATC16
S. DROZDOWSKI
L. DELL’ORTO
Anders ANDERSSON - LFV
Completed
Sven-Anders AXELSSON - Swedish Transport Agency
Claes ERIKSEN – LFV
Sven-Anders AXELSSON - Swedish Transport Agency
Claes ERIKSEN – LFV
Sven-Anders AXELSSON - Swedish Transport Agency
Claes ERIKSEN – LFV
Staffan SÖDERBERG – Swedish Transport Agency
Claes ERIKSEN – LFV
Jan-Olof NORBERG – Swedish Armed Forces
LSSIP Year 2013 Sweden
42
Released Issue
ESSIP
Objective
EUROCONTROL
Objective Owners
EUROCONTROL
PEPR Objective
Coordinator
National Stakeholder Specialist(s)
ATC17
N. GAUTIER
L. DELL’ORTO
COM09
B. GASZTYCH, J.
POUZET
O. ALFARO
COM10
B. GASZTYCH, J.
POUZET
A. KOKONA
COM11
B. GASZTYCH, J.
POUZET
A. KOKONA
ENV01
P. ADAMSON
B. HILL
Completed
ENV02
S. MAHONY, A. WATT
B. HILL
N/A
FCM01
H. KOOLEN
O. CIOARA
Gunilla BLANK – LFV
FCM03
S. SMIDT
O. CIOARA
Gunilla BLANK – LFV
FCM04
M. RICHARD
O. CIOARA
Sven-Anders AXELSSON - Swedish Transport Agency
Claes ERIKSEN – LFV
Sven-Anders AXELSSON - Swedish Transport Agency
Stig EDQUIST – LFV
Berit GUSTAVSSON- LFV
Sven-Anders AXELSSON - Swedish Transport Agency
Fredrik NILSSON – LFV
N/A
Kristina HOLMBERG – Swedish Transport Agency
FCM05
N. AGACDIKEN
O. CIOARA
INF04
P. MATERN
A-P. FRANGOLHO
ITY-ADQ
M. UNTERREINER
A-P. FRANGOLHO
Gunilla BLANK – LFV
Completed
Eva NORÉUS - Swedish Transport Agency
Roger Li- LFV
Anders LEDIN - Swedavia
Sven-Anders AXELSSON – Swedish Transport Agency
ITY-AGDL
E. CERASI, S. DISSING
A. KOKONA
Fredrik NILSSON – LFV
Jan-Olof NORBERG – Swedish Armed Forces
Sigge SKARSFJÄLL
Bo ERIKSSON – Swedish Transport Agency
ITY-AGVCS2
J. ROCA
O. ALFARO
Fredrik NILSSON – LFV
Jan-Olof NORBERG – Swedish Armed Forces
Anders LEDIN - Swedavia
ITY-COTR
N. GAUTIER
L. DELL’ORTO
ITY-FMTP
B. GASZTYCH, J.
POUZET
O. ALFARO
ITY-SPI
M. BORELY, R.
STEWART
O. CIOARA
NAV03
F. PAVLICEVIC
A. KOKONA
NAV10
R. FARNWORTH, F.
PAVLICEVIC
Sven-Anders AXELSSON - Swedish Transport Agency
Claes ERIKSEN – LFV
Sven-Anders AXELSSON - Swedish Transport Agency
Stig EDQUIST – LFV
Sven-Anders AXELSSON - Swedish Transport Agency
Anders ANDERSSON – LFV
Completed
Anne-Christine SPORRONG – Swedish Transport Agency
Rolf JONSON - ACR
A. KOKONA
Eva HÄLL – LFV
Jan-Olof NORBERG – Swedish Armed Forces
Ann-Christine SPORRONG - Swedish Transport Agency
SAF10
T. LICU
Rolf JONSON - ACR
I. FEIJT
Rickard JÖRGENSEN – LFV
Jan-Olof NORBERG – Swedish Armed Forces
Jörgen ANDERSSON – Swedish Transport Agency
SAF11
S. LAWRENCE
Rolf JONSON - ACR
I. FEIJT
Torbjörn HOLMQVIST – LFV
Jan-Olof NORBERG – Swedish Armed Forces
SRC-CHNG
M. DEBOECK
A. DYBOWSKA
N/A
SRC-RLMK
M. DEBOECK
A. DYBOWSKA
N/A
SRC-SLRD
M. DEBOECK
A. DYBOWSKA
N/A
LSSIP Year 2013 Sweden
43
Released Issue
Annex B – National Stakeholders Organisation Charts
Swedish Transport Agency Organisation
The Swedish Transport Agency is working to achieve good accessibility, high quality, secure and
environmentally aware rail, air, sea and road transport. We have overall responsibility for drawing up
regulations and ensuring that authorities, companies, organisations and citizens abide by them.
The transport policy overall goal is to ensure a financially efficient and long-term sustainable supply of
transport for individuals and industry in the whole country. Functional goals - accessibility - the structure
of the transport system, its function and use shall contribute to providing everybody with fundamental
accessibility, high quality and utility, as well as adding to development of the whole country. The transport
system shall be gender-equal, providing for women's and men's needs for transport. Consideration goals
- safety, environment and health - the structure of the transport system, its function and use shall be
adapted to prevent any deaths or serious injuries. It shall also contribute to the fulfilment of environment
quality goals and improved health.
The Swedish Transport Agency has overall responsibility for civil aviation and is responsible for the
authority tasks relating to air navigation services for civil and military aviation.
LSSIP Year 2013 Sweden
44
Released Issue
Swedish Transport Agency Civil Aviation and Maritime Department Organisation
The Civil Aviation and Maritime Department formulates regulations, examines and grants permits, as well
as assessing civil aviation with particular regard to safety and security. And we monitor developments in
the aviation market. We also formulate regulations, examine and grants permits, as well as exercising
supervision principally of Swedish and foreign vessels sailing in Swedish waters. We work to improve
maritime safety and environmental influence for recreational boating. We also analyze accidents and
near-misses.
LSSIP Year 2013 Sweden
45
Released Issue
LFV
LFV’s primary mission is to provide safe, effective and environmentally-adapted air navigation services for
civil and military aviation.
LFV is a State Enterprise 100% state owned.
LFV is the only provider of ATC en-route in Sweden and we handle both civil and military users in an
integrated system since 1978.
During 2013 LFV went through a major organisational change and is now organised in four departments
(see above) and employs approximately 1.300 people.
LFV Head office is in Norrköping with administrative personnel also located at Sturup, Arlanda, Stockholm
and Halmstad.
LFV provides ATC services in:


32 ATC towers
2 Air Navigation centres located in Malmö and Stockholm. Stockholm also includes FPC.
LFV’s subsidiaries and associated companies
LFV Aviation Consulting AB a wholly owned subsidiary whose role is to develop, produce and
export aviation competence and represent the organisation in international commercial situations.
NUAC HB, an LFV and Naviair jointly owned Company running the operations of the Danish and
Swedish ACCs since 2012.
EPN AB, the Nordic ATS Academy EPN. This is a subsidiary equally owned by LFV, Naviair and
Avinor.
LSSIP Year 2013 Sweden
46
Released Issue
ACR
ACR Aviation Capacity Resources AB is a private owned company and provides air traffic services at
four airports in Sweden, and as from 2014-01-01 for another 5 airports. ACR is designated as a provider
at these airports and conducting integrated air traffic services for both civil and military aviation.
ACR provides aerodrome and approach control services and has about 70 employees located in 9
different places.
ACR headquarter is based in Stockholm holding resources for operational, documentation, financial and
HR support.
LSSIP Year 2013 Sweden
47
Released Issue
Swedavia
Task
Swedavia’s task is to own, develop and operate the national basic infrastructure of airports – a system of
airports that connects all of Sweden with the rest of the world
Strategic focus and financial targets
Operations are now being run in the form of a limited liability company, with the overall goal being the
best long-term value creation possible. Swedavia also has the task of “working actively based on sound
business principles to develop the transport sector and help achieve the transport policy goals set by the
Swedish Parliament”.
As a State-owned company in the transport sector, Swedavia shall combine long-term viability and
profitability. Swedavia will invest about SEK 1 billion in its operations each year. The aim of this capital
spending is to:
 Raise the level of services in the terminals and thus non-aviation revenue
 Increase capacity at the airports
 Ensure compliance with legal requirements, including those concerning the environment and
safety
Opportunities and challenges
Swedavia contributes to the profitability of the aviation industry through cost-effective, flexible processes.
Bringing Sweden’s airports together in a limited liability company allows Swedavia to focus on its core
activities and build an effective organisation that makes the most of customer trends, new technology and
sustainable solutions.
Swedavia has long been making contributions with its successful environmental efforts – a prerequisite
for aviation and airports to be considered as having a natural role in a sustainable society. One area with
the highest priority is climate work, which should be further intensified so that passengers can fly with a
clear conscience. The role of aviation and airports in society must also be clarified in the discussion about
the future of aviation.
LSSIP Year 2013 Sweden
48
Released Issue
Annex C – Glossary of Abbreviations
Specific abbreviations for Sweden.
This Annex only shows the Abbreviations that are specific to the Swedish LSSIP. Other general
abbreviations are in e.g. the ESSIP Edition 2013 document and in the Acronyms and Abbreviations
document in Reference Nr. 5.
ACR
Aviation Capacity Recourses AB
AFA
Alliance Framework Agreement
EPC
Entry Point Central
EPN
Entry Point North
IDP
Interim Deployment Programme
LFV
Luftfartsverket
NEFRA
Northern Europe Free Route Airspace
NUAC
Nordic Unified Air traffic Control
RTC
Remote Tower Centre
SEK
Swedish Kroner
SHK
Swedish Accident Investigation Authority
SUPS
Surveillance Upgrade Program Sweden
Swedavia
Swedish airport company
LSSIP Year 2013 Sweden
49
Released Issue

BOOK - Sweden and The Netherlands

Job offers for family doctors in South Sweden.

Wai Yin Society NEW EYES YOUTH EXCHANGE

SD2905 Human Spaceflight

English US

Folk High Schools in Sweden - Folkhögskolornas informationstjänst

June 2014 - European HVAC Newsletter BRG Update: 2014

StrEAm Ecology

ORCA Rugged MIL-Displays 28-2014.pub

Sweden - User Guide | xcl-714