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EUROCONTROL Local Single Sky ImPlementation (LSSIP) NORWAY Year 2016 - Level 1

Document Title LSSIP Year 2016 for Norway Infocentre Reference 17/01/30/130 Date of Edition 04/04/2017 LSSIP Focal Point Rajunesh SHANKAR - rks@caa.no LSSIP Contact Person Luca Dell’Orto - luca.dellorto@eurocontrol.int Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip Reference Documents LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip Master Plan Level 3 – Plan Edition 2016 Master Plan Level 3 – Report Year 2015 European ATM Portal STATFOR Forecasts asterplan-level-3-implementation-plan asterplan-level-3-implementation-report https://www.eatmportal.eu and http://www.atmmasterplan.eu/ http://www.eurocontrol.int/statfor Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries National AIP https://www.ippc.no/norway aip/current/index.html FAB Performance Plan cescheme-reference-period-2-2015-2019 LSSIP Year 2016 Norway Released Issue

APPROVAL SHEET With reference to e-mails received from the Chief Executive Officer of Avinor AS, Chief Executive Officer of Avinor ANS AS and the Royal Norwegian Air Force, the Civil Aviation Authority-Norway is authorized to sign the 2016 Norwegian Local Single Sky Implementation Plan, Level 1 (CAA document reference 17/02862) on behalf of the above-mentioned stakeholders. LSSIP Year 2016 Norway Released Issue

CONTENTS Chapter 1 National ATM Environment .1 1.1. 1.1.1. 1.1.2. 1.1.3. 1.2. 1.2.1. 1.2.2. 1.2.3. 1.2.4. Geographical Scope . 1 International Membership . 1 Geographical description of the FIR(s) . 1 Airspace Classification and Organisation . 2 National Stakeholders . 2 Civil Regulator(s) . 3 ANSP(s) . 4 Airports. 7 Military Authorities . 8 Chapter 2 Traffic and Capacity .12 2.1. 2.2. 2.2.1. 2.2.2. 2.2.3. 2.3. 2.3.1. 2.3.2. 2.3.3. 2.4. 2.4.1. 2.4.2. 2.4.3. Evolution of traffic in Norway . 12 NORWAY ACC- SECTOR GROUP NORTH . 13 Traffic and en-route ATFM delays . 13 Performance summer 2016 . 13 Planning Period 2017-2021 . 14 NORWAY ACC – SECTOR GROUP EAST . 16 Traffic and en-route ATFM delays . 16 Performance summer 2016 . 16 Planning Period 2017-2021 . 17 NORWAY ACC – SECTOR GROUP WEST . 19 Traffic and en-route ATFM delays . 19 Performance summer 2016 . 19 Planning Period 2017-2021 . 20 Chapter 3 Master Plan Level 3 Implementation Report recommendations .22 Chapter 4 National Projects .23 Chapter 5 Regional Co-ordination .26 5.1. 5.2. 5.3. 5.3.1. 5.4. FAB Co-ordination . 26 FAB Projects . 28 Regional cooperation . 30 Regional Cooperation Initiatives . 30 Regional Projects . 31 Chapter 6 Implementation Objectives Progress .33 6.1. 6.1.1. 6.1.2. 6.1.3. 6.2. 6.3. State View . 33 Overall Objective Implementation . 33 Objective Progress per SESAR Key Feature . 34 ICAO ASBU Implementation . 38 Detailed Objectives Implementation progress . 39 Additional Objectives for ICAO ASBU Monitoring . 52 Annexes LSSIP Year 2016 Norway Released Issue

Executive Summary National ATM Context Norway remains committed to further developing the Single European Sky objectives, evolving the use of Functional Airspace Blocks and implementing Pilot Common Project requirements in support of the ATM Master Plan. NEFAB is closely cooperating with DK SE FAB within an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. Seamless FRA interface with Norway will be finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs. In 2016, CAA-Norway initiated plans to implement a significant organisational change effective 01.01.2017. The focus of the change is to improve strategic management, clarification of roles towards external stakeholders and building stronger internal multidisciplinary collaboration. The Director General (DG) of CAA-Norway announced that he will step down from his position effective 01.01.2017. The Department of Transport and Communication has commenced a recruiting process with plans to appoint a new DG in early 2017. In the meantime, the Deputy DG will act as the DG of CAA-Norway. Until 2016, Oslo Airport AS was a limited company owned by Avinor AS. However, in 2016, the company merged with Avinor AS and is no longer separate company. Avinor Flysikring AS provide ATS on Oslo Airport while CNS services are provided by Avinor AS. An extensive upgrade of the main Norwegian ATM system is planned in 2020. This upgrade will facilitate the implementation of several LSSIP objectives between now and 2020. Avinor AS and Avinor Flysikring AS also have several large projects under way to improve ATM in Norway, described in detail in chapter 4. In 2013, Avinor Flysikring AS initiated a project to develop and implement a remote tower solution for selected Avinor airports. In August 2015, a contract was signed with Kongsberg Defence System for the supply of remote towers to 15 airports with possible further expansion in the coming years. The project goal is to have the first remote tower operational in 2018. The construction of the new terminal at Oslo Airport is progressing according to plan. During 2016, parts of the new terminal have been tested and gradually taken into operation. The official opening of the new terminal is planned for April 2017. Torp Sandefjord Airport is owned and operated by Sandefjord Airport AS. 86.5 percent of the shares are county/municipally owned. 13.5 percent of the shares are owned by private investors. In 2016, Torp Sandefjord Airport released an international tender for the ATS service. Concluding this, Avinor Flysikring AS was awarded a service provision contract with a duration of 5 years. Moss Airport, Rygge was closed for commercial traffic in 2016 and is taken over by the Royal Norwegian Air Force. ATS is provided by Avinor Flysikring AS. Including the above-mentioned Moss Airport, Rygge, the Royal Norwegian Air Force operates at four airports in Norway with commercial traffic. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on two of the military operated airports (Bardufoss and Andøya Airport). At Ørland Airport, another company operates the civil passenger terminals. Bodø Aerodrome operations were handed over from the Royal Norwegian Air Force to Avinor AS 01.08.2016. The following AFIS airports are still privately owned and are fully operated by the owners; Notodden, Stord, Spitsbergen, Ny Ålesund and Svea Airports. LSSIP Year 2016 Norway Released Issue

A liaison from the Royal Norwegian Air Force has joined CAA-Norway to improve military coordination of airspace usage, facilitate consultation on regulatory matters concerning the military and safeguarding military interests within domains managed by CAA-Norway. The liaison has also contributed to facilitating the LSSIP process. Traffic and Capacity 2016 Traffic in Norway decreased by 0.3% during Summer 2016 (May to October), when compared to Summer 2015. 2017-2021 The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between -1.1% and 2.2% throughout the planning cycle, with an average baseline growth of 0.4%. Implementation Objectives Overview Progress distribution for applicable Implementation Objectives Completed Ongoing 5; 12% The overall situation in the implementation of 2016 Implementation Objectives in Norway has changed since 2015. Planned An extensive upgrade of the main Norwegian ATM system (Future ATM System, FAS) is planned in 2020. No Plan The FAS Project is separated into the FAS En-Route Not Applicable project managed by Avinor Flysikring AS and the FAS 14; 33% Missing Data Tower project managed by Avinor AS, each with 1; 2% Undefined different implementation dates. This upgrade will facilitate the implementation of several Implementation Objectives between now and 2020. As a result of this upgrade, the following Implementation Objectives will be implemented late: 12; 29% 10; 24% Late ATC2.8 – Ground-based Safety Nets, ATC17 – Electronic Dialogue as automated assistance to controller during coordination and transfer, FCM03 – Collaborative flight planning, ITY-AGDL – Initial ATC air-ground data link service and FCM01 – Implement enhanced tactical flow management services. The following Implementation Objectives will be implemented as part of the new FAS TWR ATM system but are marked as having no plan: AOP12 - Improve runway and airfield safety with ATC clearances monitoring and AOP13 - Automated assistance to Controller for Surface Movement Planning and Routing. The following objectives are late: ENV01 – Continous Descent Operations at Oslo Airport still requires sufficient, systematic monitoring to provide exact data on the effects of CDA. Monitoring is expected to be completed in 2017. ITY-ADQ – Avinor AS is in the process of implementing a new AIM system planned to be operation in 2018. ITY-AGVCS – 12 state aircraft that fall in under the scope of Article 9 No 11 are identified and an exemption letter is sent to EFTA with a copy to EC and NM. NAV10 – Action is included as a part of PBN Implementation Plan Norway in accordance with Implementation roadmap (2013-2016). Implementation planned to be finalised in 2017. ATC16 – All aircraft operated by Norwegian operators are now modified and crews have completed the required training. This objective is marked "Late" as reflecting MIL status. MIL plans to be fully compliant by the end of 2018. LSSIP Year 2016 Norway 2 Released Issue

The following Implementation Objectives have no plan: AOP10 –Time Based Separation, AOP11 Initial Airport Operations Plan and FCM04.2 - Short Term ATFCM Measures (STAM) - phase 2. Work is ongoing concerning 14 Implementation Objectives. At this time, there is no indication that those objectives will be completed late. To date, 12 objectives applicable to Norway have been completed. Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 20112015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. SESAR Baseline Implementation 2010 2019 67% PCP Implementation 2015 2023 23% Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services Advanced Air Traffic Services High Performing Airport Operations Enabling Aviation Infrastructure 97% 69% 67% 55% 46% 0% 18% LSSIP Year 2016 Norway 3 3% Released Issue

ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter 6.1.3. Block 0 2010 LSSIP Year 2016 Norway 2018 74% 4 Released Issue

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

Chapter 1 1.1. National ATM Environment Geographical Scope 1.1.1. International Membership Norway is a Member of the following international organisations in the field of ATM: Organisation Since ECAC 1955 EUROCONTROL 1993 European Common Aviation Area 2007 EEA (European Economic Area) 1992 EASA 2005 ICAO 1947 NATO 1949 ITU 1866 1.1.2. Geographical description of the FIR(s) The geographical scope of this document addresses the Norway FIR/UIR (on 27 Nov 2003 the Norwegian airspace was established as one single FIR/UIR). Control areas extend between 5500 FT and FL 660. In addition, controlled airspace in Norway also comprises 19 TMAs, and 20 CTRs. Four offshore control areas, Ekofisk CTA, Statfjord CTA and Balder CTA (Established in 2016) in the North Sea and Heidrun CTA in the Norwegian Sea, are established to support the helicopter traffic related to the Norwegian oil production. Norway FIR is surrounded by FIRs of 6 States, namely United Kingdom (Scottish FIR), Iceland (Reykjavik FIR), Russia (Murmansk FIR), Finland (Finland FIR), Sweden (Sweden FIR) and Denmark (Copenhagen FIR). Among the above, Russia is the only non-ECAC bordering state. Bodø Oceanic FIR is a part of the NAT-region and not within the scope of this document. LSSIP Year 2016 Norway 1 Released Issue

1.1.3. Airspace Classification and Organisation Reference is made to AIP Norway: https://ais.avinor.no/no/AIP/View/6/enr en.html 1.2. National Stakeholders The main National Stakeholders involved in ATM in Norway are the following: Avinor AS - The Company owns state airports (including Oslo Airport from 2016) and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. Avinor AS is an ANSP delivering AIS and AFIS services in Norway. Avinor AS fully owns the following limited company: o Avinor Flysikring AS (Avinor Air Navigation Services) - the main Air Navigation Service Provider in Norway. o Svalbard Lufthavn AS – AFIS Provider at Longyearbyen Airport (Established in 2016) Luftfartstilsynet - the Norwegian CAA The Royal Norwegian Air Force - the Military Aviation Authority of Norway is responsible for Military Airworthiness, Operations and military airports. LSSIP Year 2016 Norway 2 Released Issue

Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Figure 1 Organisational overview 1.2.1. Civil Regulator(s) General Information Civil Aviation in Norway is the responsibility of the Ministry of Transport and Communications (MoTC). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA (Luftfartstilsynet) is further detailed in the following sections. Activity in ATM: Organisation responsible Legal Basis Rule-making Luftfartstilsynet (CAA-N) Luftfartsloven (Civil Aviation Act) Safety Oversight Luftfartstilsynet (CAA-N) As above and regulation FOR 2007-01-26 no 99 (BSL G 1-1) on the establishment of a Single European Sky. Enforcement actions in case of non-compliance with safety regulatory requirements As above Airspace As above Economic As above Environment As above Security As above Accident investigation LSSIP Year 2016 Norway Aircraft Accident Investigation Board/Norway (AAIB/N) 3 Luftfartsloven (Civil Aviation Act) and the Directive for the Accident Investigation Board Norway Released Issue

Luftfartstilsynet, the Norwegian CAA Luftfartstilsynet, the Norwegian CAA, is the regulatory body for flight safety in Norway. This includes rulemaking, certification, safety oversight, safety performance monitoring and ATM safety occurrence analysis. The flight safety regulatory function in Norway is independent from the Service Provision function by an organisational separation. Annual Report published: Y On this link, you can find the annual report for 2015 covering yearly activities of CAA-Norway (Luftfartstilsynet). The 2016 report is not yet published. http://luftfartstilsynet.no/incoming/Årsrapport 2015.pdf/BINARY/%C3%85rsr apport%202015.pdf Web address: http://www.caa.no An organisational chart giving a more detailed structure of the CAA is found in Annex B. 1.2.2. ANSP(s) Service provided Avinor AS Avinor AS is a state owned limited company fully owned by the Ministry of Transport and Communications. The company owns state airports and plans civil aviation infrastructure. It provides airport and aviation safety services for passengers and airlines and other users of civil aviation installations. Avinor AS is the certified provider of AIS and provides in addition AFIS and MET services in Norway and CNS services at Oslo Airport. LSSIP Year 2016 Norway 4 Released Issue

Avinor Flysikring AS Avinor Flysikring AS was established in June 2014 and acts as the major ANSP in Norway. It is a limited company fully owned by Avinor AS. Avinor Flysikring AS provides Air Traffic Services in Norwegian airspace including aerodrome control, approach control and en-route control. Avinor Flysikring AS perform in addition maintenance and operation of the technical infrastructure relating to air navigation services in Norway except CNS services at Oslo Airport. Name of the ANSP: Avinor Flysikring AS Governance: State owned limited company Owners hip: Owned by Avinor AS Services provided Y/N ATC en-route Y Comment ATC approach Y ATC Airport(s) Y AIS N AIS is provided by Avinor AS CNS Y Avinor AS provides CNS services at Oslo Airport MET Y Both Avinor AS and Avinor Flysikring AS provides MET observations at airports ATCO training Y AFIS - Aerodrome Flight Information Services is provided by Avinor AS Others Additional information: Provision of services in other State(s): N Annual Report published: Y On this link, you can find the final report for 2015 and an interim report for 2016 covering yearly activities of the ANSP. ports Web address: http://www.avinor.no/en/ es/ LSSIP Year 2016 Norway 5 Released Issue

ATC systems in use Main ANSP part of any technology alliance 1 Y iTEC FDPS Specify the manufacturer of the ATC system currently in use: 2 Indra Upgrade of the ATC system is performed or planned? Jan 2017 Replacement of the ATC system by the new one is planned? 2020 (Sector Group West, East and TMA) 2022 (Sector Group North) ATC Unit Norway ACC (Sector Group North, West, East and TMA) SDPS Specify the manufacturer of the ATC system currently in use: Raytheon/ARTAS Upgrade of the ATC system is performed or planned? 2016 Replacement of the ATC system by the new one is planned? Tracking functions in legacy SDPS was replaced by ARTAS Multi-sensor tracker in 2016. ATC Unit Norway ACC (Sector Group North, West, East and TMA) ATC Units The ACC unit in the Norwegian airspace, which are of concern to this LSSIP, is the Norway ACC. ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA -Sector Group North 6 (7)* 3 Incl. 1 offshore sector -Sector Group West 12 1 Incl. 3 offshore sectors -Sector Group East 8 0 -Sector Group TMA 0 2 Norway ACC Norway FIR *): The total number of En-route sectors in SG North is 7 when including the Bodø Oceanic Control sector (not within the geographical scope of this LSSIP). The Norway ACC is split into 4 Sector Groups (SG) located on 3 different locations. SG North is located in Bodø, SG West is located in Stavanger and SG East and TMA are located in Oslo (Røyken). 1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2016 Norway 6 Released Issue

The TMA sectors presented above are those sectors co-located with the ACC. There are several other TMAs in Norway; the provision of APP control in these TMAs is done either at the local airport or as a dedicated centralised service providing APP control to more than one airport in a region. 1.2.3. Airports General information The main airports in Norway are owned and operated by Avinor AS. The following exceptions apply: Until 2016, Oslo Lufthavn AS was a limited company owned by Avinor AS. In 2016, Oslo Lufthavn AS was merged with Avinor AS and is not a separate company. Avinor Flysikring AS provide ATS on Oslo Airport while CNS services are provided by Avinor AS. Torp Sandefjord Lufthavn: The Airport is owned and operated by Sandefjord Lufthavn AS. 86.5 percent of the shares are municipally owned. 13.5 percent of the shares are owned by private investors. ATS is provided by Avinor Flysikring AS. Moss Lufthavn Rygge: The airport was closed for commercial traffic in 2016 and is taken over by the RNOAF. Avinor Flysikring AS provide ATS. Including the above-mentioned Moss Lufthavn Rygge, the Royal Norwegian Air Force operates four airports in Norway. Avinor provides ATS to all of these airports. Avinor operates civil passenger terminals on two of the military operated airports (Bardufoss and Andøya Airport). At Ørland Airport, another company operates the civil passenger terminals. Bodø Aerodrome operations were handed over from the Royal Norwegian Air Force to Avinor AS 01.08.2016. The following AFIS airports are privately owned and are fully operated by the owners; Notodden, Stord, Ny Ålesund and Svea. In 2016 the operation of Svalbard Lufthavn Longyearbyen was spun off into a separate company; the limited company Svalbard Lufthavn AS, wholly owned by Avinor AS. Svalbard Lufthavn AS is a certified provider of flight information services (sub-service AFIS), alerting meteorological services. LSSIP Year 2016 Norway 7 Released Issue

Airport(s) covered by the LSSIP APO SloAs are contained in the following objectives: ENV, AOP, ITY-ADQ and SAF11. In addition to the List of Airports in Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. In Norway, only Oslo Airport Gardermoen is covered in this LSSIP. 1.2.4. Military Authorities The Chief of Staff of the RNoAF is the Military Aviation Authority. According to the Norwegian Aviation Act, the military is given the authority to issue rules and regulations for Military Aviation (BML). The Military Aviation Authority is responsible for the education and certification of personnel (Pilots, Air Defence Controllers, Investigation Board Officers, Maintenance and Ground Support Personnel). LSSIP Year 2016 Norway 8 Released Issue

Additionally, the Military Aviation Authority is responsible for the Military Aircraft Registry, for the certification of military aircraft and equipment and regulation of Military Airfields. Their regulatory, service provision and user role in ATM are detailed below. Information on the application of FUA is in 1.2.4.4. Regulatory role Regulatory framework and rule-making OAT GAT OAT and provision of service for OAT governed by national legal provisions? Provision of service for GAT by the Military governed by national legal pro

2016 Traffic in Norway decreased by 0.3% during Summer 2016 (May to October), when compared to Summer 2015. 2017-2021 The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between -1.1% and 2.2% throughout the planning cycle, with an average baseline growth of 0.4%. Implementation Objectives Overview

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