LSSIP 2018 THE NETHERLANDS · 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

EUROCONTROL25 YEARS

of ATM Implementation Reportingin Europe

Level 1 - Implementation Overview

LSSIP 2018 THE NETHERLANDSLocal Single Sky ImPlementation

LSSIP Year 2018 Netherlands Released Issue

Document Title LSSIP Year 2018 for Netherlands

Infocentre Reference 19/02/05/31

Date of Edition 23/04/2019

LSSIP Focal Point Arjan Vermeij - [email protected]

LSSIP Contact Person Jorge Pinto - [email protected]

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 2018

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-plan

Master Plan Level 3 – Report Year 2018

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-report

European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and abbreviations

https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf

National AIP http://www.ais-netherlands.nl/aim/index.html

FAB Performance Plan https://www.fabec.eu/performance/performance-plan

mailto:[email protected]

mailto:[email protected]








https://www.eatmportal.eu/working/signin

http://www.atmmasterplan.eu/

http://www.eurocontrol.int/statfor



http://www.ais-netherlands.nl/aim/index.html

https://www.fabec.eu/performance/performance-plan


APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2018 document and their signatures confirm the correctness of the reported information and reflect their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2018.


CONTENTS

1. National ATM Environment ............................................................ 7 Geographical Scope ............................................................................................ 7 National Stakeholders ...................................................................................... 10

2. Traffic and Capacity ...................................................................... 26 Evolution of traffic in Netherlands ................................................................... 26 ACC Amsterdam ............................................................................................... 27

3. Master Plan Level 3 Implementation Report conclusions ............. 31

4. Implementation Projects .............................................................. 32 National projects .............................................................................................. 32 FAB projects ..................................................................................................... 36 Regional projects .............................................................................................. 38

5. Cooperation activities .................................................................. 39 FAB Co-ordination ............................................................................................ 39

6. Implementation Objectives Progress ........................................... 40 State View......................................................................................................... 40 Detailed Objectives Implementation progress ................................................ 46

Annexes Specialists involved in the ATM implementation reporting for Netherlands

National stakeholders’ organisation charts

Implementation Objectives’ links with SESAR, ICAO and DP

Glossary of abbreviations

LSSIP Year 2018 Netherlands 1 Released Issue

Executive Summary

National ATM Context

In 2018, the Netherlands has started a joint civil-military project for redesigning its airspace. The project spans operational air traffic management concepts, airspace structure and routes as well as arrangements regarding airspace usage (who, what, where, when and how). The objective is to implement an integral, future-proof air traffic management system through the design and management of the Dutch airspace based on a careful weighing of interests, in cooperation with international partners and in a continuing dialogue with actively involved stakeholders. This project has been initiated because the operational concept in the Netherlands ATM system has not changed significantly in the past decades and has reached its limits. Civil air traffic continues to grow, military airspace requirements are developing, while General Aviation and drones have their own requirements. The airspace redesign is necessary to better accommodate civil and military use, and reduce the noise and climate impact.

Air Traffic Control the Netherlands (LVNL), Royal Netherlands Air Force (RNLAF) and MoT-MoD reached an agreement in 2014 to implement the co-location of military functions at LVNL Schiphol facilities in 2017. Implementation has been finalized on the 7th of December 2017. Furthermore, RNLAF has transferred OAT service provision above FL245 as from the 27th of April 2017 to MUAC. A study on further co-operation in the field of supervision has been conducted and led to the conclusion that for the time co-operation will take place on the level of co-location of the Military Aviation Authority (MAA) and the Civil Aviation Authority (CAA) in 2015. MoT and MoD are considering next steps to be taken in the field of further co-operation on ATM governance. Further steps in civil-military co-operation are expected since co-location of military functions has been completed.

In 2015 the Dutch government approved the expansion plans of Lelystad Airport, current expected operational date is spring of 2020. Furthermore in 2015 Lelystad Airport NV, LVNL, RNLAF and MoT-MoD signed an intention agreement on the establishment of air traffic service provision at Lelystad Airport. In order to create capacity for hub-oriented traffic at Schiphol, Lelystad will be developed for non-connecting flight operations. The total capacity in the Netherlands will increase with the development of Lelystad Airport. Air traffic control services will be provided by LVNL (tower control services) and RNLAF (approach and departure control services).

Traffic and Capacity

Based on NM archived data, traffic in LVNL area of responsibility increased by 0.4% during Summer 2018 (May to October), when compared to Summer 2017. The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.5% and 2.6% with an average baseline growth of 1.6% throughout the planning cycle.

The average en-route delay per flight decreased from 0.17 minutes per flight during Summer 2017 to 0.12 minutes per flight in Summer 2018. 49% of the delays were for the reason ATC Capacity, 43% for the reason Weather, 4% for the reason Aerodrome Capacity, 2% for Equipment and 1% for Special events. The ACC capacity baseline was measured with ACCESS at 150, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 138 during the measured period and an average peak 3 hour of 121.

No capacity problems are foreseen in the current planning cycle (2019-2024).


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 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1 and FCM05 – 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, ATM MP L3 Edition 2011-2017) 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.

Pre-SESAR Implementation

2010 2019 88%

PCP Implementation

2015 2023 25%


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.

ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.

Block 0 2010 2018

86%

Block 1 2015 2022

35%

84%

Pre-

SESA

R

79%

45%

100%

13%

89%

9%

Pre-

SESA

R

Pre-

SESA

R

Pre-

SESA

R

PCP

PCP

PCP

PCP

Optimised ATM Network Services

Advanced Air Traffic Services

High Performing

Airport Operations

28%

Enabling Aviation Infrastructure


ATM Deployment Outlook

● State objectives

Deployed in 2017-2018: - Aeronautical Information [ITY-ADQ] 100% progress - 8,33 kHz below FL195 [ITY-AGVCS2] 100% progress - Runway excursions [SAF11] 100% progress

- NewPENS [COM12] 40% progress - eTOD [INF07] 39% progress

- Traffic Complexity [FCM06] 77% progress - AMAN to en-route [ATC15.1] 50% progress

- Aircraft Identification [ITY-ACID] 82% progress - Interactive Rolling NOP [FCM05] 78% progress - Real-Time Airspace Data [AOM19.2] 25% progress - ASM/ATFCM process [AOM19.3] 3% progress

- AMHS [COM10] 81% progress - Coordination and transfer [ATC17] 80% progress - APV Procedures [NAV10] 78% progress - ASM Tools [AOM19.1] 41% progress - RNP 1 for TMA Operations [NAV03.2] 18% progress - AMAN to further en-route [ATC15.2] 18% progress - Voice over IP [COM11] 3% progress - Extended Flight Plan [FCM08] 0% progress

● Airport objectives - EHAM - Amsterdam Airport

Deployed in 2017-2018: - Airport CDM [AOP05] 100% progress - CCOs [ENV03] 100% progress

- Initial Airport Operations Plan [AOP11] 5% progress

- Airport Safety Nets [AOP12] 43% progress

- Remote Tower [AOP14] 20% progress

- CDOs [ENV01] 60% progress - Surface Movement Planning & Routing [AOP13] 2% progress - Time-Based Separation [AOP10] 1% progress

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives - EHBK - MAASTRICHT/MAASTRICHT AACHEN

Deployed in 2017-2018: - CCOs [ENV03] 100% progress

● Airport objectives - EHGG - GRONINGEN/EELDE


● Airport objectives - EHRD - ROTTERDAM/ROTTERDAM


By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+


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 2018, together with plans for the next years.

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;

Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions;

Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document;

Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;

Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2018. In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.


1. National ATM Environment

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives.

Geographical Scope

International Membership

Netherlands is a Member of the following international organisations in the field of ATM:

Organisation Since

ECAC 1955

EUROCONTROL 13/12/1960

European Union 1951

EASA 2003

ICAO 26/03/1947

NATO 04/04/1949

ITU 01/01/1866

Geographical description of the FIR(s)

The geographical scope of the Netherlands LSSIP addresses the Amsterdam FIR below FL245 for civil aviation, and the whole Amsterdam FIR for military aviation. Additionally, the regulatory responsibilities above FL245 with regard to GAT and OAT are laid down in the MUAC LSSIP, in agreement with the other States involved.

The following map shows the geographical situation of the Dutch airspace.



Airspace Classification and Organisation

Amsterdam FIR extends from GND/SEA level up to unlimited. Airspace classification above FL195 is compliant with regulation (EC) No. 730/2006 (Class C). Airspace organisation at and below FL195, including the corresponding procedures, have been assessed by the Regulator, Military and LVNL. Further developments will be part of the Netherlands Airspace Committee processes, which involve all the ASP, REG and MIL stakeholders.

The situation of the classification of the air traffic services airspaces as published in AIP Netherlands is as follows:

Classification ATS Airspaces

Class A 1. Amsterdam CTA East 1, East 2, West, South 1 and South 2 2. Nieuw Milligen CTA North 3. Schiphol TMA 1, 2, 3, 4, 5 and 6 4. Airway L179

Class B 1. Maastricht TMA 2 2. Nieuw Milligen TMA A and C above FL 065 (FL 095 ¹) 3. Nieuw Milligen TMA D above FL 065 4. Nieuw Milligen TMA E above FL 065 ²

¹) FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and Holidays. ²) SUN 2300 to FRI 1600 (SUN 2200 to FRI 1500), excluding Holidays.

Class C 1. Amsterdam UTA 2. CTRs: Schiphol, Rotterdam, Eelde, Maastricht and Military CTR Eindhoven 3. Eindhoven TMA 1,2,3 and 4 4. Brussels CTA East Four A, Liege TMA One and Two

Class D 1. Maastricht TMA 1 2. Military CTRs: Deelen, De Kooy, De Peel, Gilze Rijen, Leeuwarden, , Volkel,

Woensdrecht 3. Niederrhein CTR in Amsterdam FIR 4. Kleine Brogel CTR in Amsterdam FIR

Class E 1. Eelde TMA 2. Rotterdam TMA 1, 2 and 3 3. Nieuw Milligen TMA A, C, E at or below FL 065 (FL 095 ¹) 4. Nieuw Milligen TMA B, G1 and G2 5. Nieuw Milligen TMA D at or below FL 065 ¹ FRI 1600 to SUN 2300 (FRI 1500 to SUN 2200) and Holidays.

Class F Nil

Class G All other airspace not mentioned above


ATC Units

The ATC units in the Dutch airspace, which are of concern to this LSSIP, are the following:

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

EHAAACC 5 n/a FIRNL

Approach 3 units EHAM EHBK EHGG

Dutch Mil 7 FIRNL ATS to GAT below FL 245 and OAT in the assigned airspace

RAPCON 5 FIRNL Unit South, West and North providing approach services for EHKD EHLW EHDL EHVK EHWO EHGR EHBD EHTE EHTW and EHEH

National Stakeholders

The main National Stakeholders involved in ATM in the Netherlands are the following: - The Ministry of Infrastructure and Water Management (MoT, “Ministerie van Infrastructuur en

Waterstaat”); - The Human Environment and Transport Inspectorate (ILT (CAA-NL), “Inspectie Leefomgeving en

Transport”); - The Ministry of Defence (MoD, “Ministerie van Defensie”) - Military Aviation Authority (MAA, “Militaire Luchtvaart Autoriteit”); - Air Traffic Control the Netherlands (LVNL, “Luchtverkeersleiding Nederland”); - Royal Netherlands Air Force (RNLAF, “Koninklijke Nederlandse Luchtmacht”); - The Netherlands Air Traffic Committee (LVC, “Luchtverkeerscommissie”); - The EUROCONTROL Maastricht Upper Area Center (Maastricht UAC). Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.


1. The Ministry of Infrastructure and Water Management (MoT, “Ministerie van Infrastructuur en Waterstaat”) is the State authority for civil aviation in the Netherlands. Within MoT, the Directorate General for Civil Aviation and Maritime Affairs (DGLM, “Directoraat-Generaal Luchtvaart en Martitieme Zaken”) is responsible for the development of aviation policy and legislation, including transport, environment and safety.

2. Policy implementation and supervision are delegated to the Human Environment and Transport Inspectorate (ILT (CAA-NL), “Inspectie Leefomgeving en Transport”), also a part of MoT. Within the framework of the Single European Sky (SES), a part of the Human Environment and Transport Inspectorate performs as the National Supervisory Authority (NSA).

3. The Ministry of Defence (MoD, “Ministerie van Defensie”) is the State military authority for military aviation in the Netherlands. As established in the Aviation Act, airspace regulation is a shared responsibility between the civil and military authorities and is effected by MoT in agreement with MoD. Within MoD, the Military Aviation Authority (MAA, “Militaire Luchtvaart Autoriteit”) is on behalf of the Minister of Defence responsible for policy, regulation, certification and auditing of the military aviation system. The MAA closely co-operates with the civil authorities DGLM and ILT (CAA-NL). The MAA is embedded in a joint civil military policy unit in the Dutch MoT. MUAC arrangements with military relevance are subject for coordination between MUAC/NL MOT/NSA with the Dutch MAA. The Royal Netherlands Air Force (RNLAF; Commando Luchtstrijdkrachten (CLSK)) is one of the operational commands within the MoD and provides Air Traffic Services in part of the airspace formally assigned, including all the military aerodromes. Both ministries (MoT and MoD) established a joint ATM policy unit consisting of MoT and MoD staff. This unit is mainly responsible for the coordination and joint preparation of a national, state point of view regarding ATM dossiers. All units involved with ATS provision are in the process of being certified by the MAA. The only remaining entity to be certified is the military meteorological centre (JMG) located at Woensdrecht. The Military training organization was certified in 2016. As part of the service provision to military traffic operating as OAT has been transferred to MUAC, this service provider has been accredited in 2017.

4. The Netherlands Air Traffic Committee (LVC, “Luchtverkeerscommissie”) functions as a joint civil/military advisory body for the two Ministers responsible for aviation (MoD and MoT). It consists of


representatives of both ministries – involving the MAA, DGLM and ILT (CAA-NL) – and the service providers while also other ad-hoc stakeholders, such as airlines, are invited.

5. Air Traffic Control the Netherlands (LVNL, “Luchtverkeersleiding Nederland”) is the major (national civil) air navigation service provider (a corporatized public entity since Jan 1993 – Independent Administrative Body (ZBO)). While accountable to MoT for its performance, LVNL is organizationally separated from DGLM and ILT (CAA-NL). The Aviation Act stipulates that LVNL, together with the military ATS provider and MUAC share the responsibility for the provision of ATS to all air traffic within the Amsterdam FIR, each for its own Area of Responsibility. LVNL is certified for ATS, CNS and AIS provision and is designated as ATSP in the Aviation Act. Air Traffic Services on Amsterdam Airport Schiphol are provided by two control units (Schiphol Tower and Schiphol Approach). Rotterdam Approach is located in the LVNL building at Schiphol. ATS, CNS and all other herewith directly related activities for Groningen Airport Eelde and Maastricht Aachen Airport are part of the ATM Service Provision of the LVNL Regional Unit.

6. The Airspace and Flow Management Unit (AFMU); this body has been formally established by MoD and MoT on the ASM level one by the Netherlands Air Traffic Committee. Flexible Use of Airspace is fully applied by NL. The joint civil-military Airspace and Flow Management Unit (AFMU) dealing with the pre-tactical airspace planning is operated from LVNL (Schiphol). The AFMU is equivalent to an FUA Level 2 AMC in accordance with the FUA SES regulation. In practice however AMC an FMU are still separated and manned by respectively MoD (AMC) and LVNL (FMU). As part of the ongoing civil-military cooperation it is envisaged to merge the entities into a front- and back-office construction encompassing all ASM related tasks. At tactical level, real-time on-line co-ordination takes place between the military and civil ATC centers.

7. For the services provided, the EUROCONTROL Maastricht Upper Area Center (Maastricht UAC) is a certified ATSP for the upper airspace, based in the Netherlands and designated in the Aviation Act. The foundation of Maastricht UAC lies in the Maastricht Agreement, involving Belgium, Germany, Luxembourg, Netherlands and EUROCONTROL. Maastricht UAC is outside the scope of this LSSIP and delivers its own LSSIP document. The activities of these main National Stakeholders are detailed in the following sub-chapters and their organizational charts are shown in Annexes.

Other important national stakeholders involved in ATM in the Netherlands are as follows:

8. The Dutch Safety Board (OVV, “Onderzoeksraad voor Veiligheid”) carries out the investigations for civil aviation accidents. The OVV is an independent body within the meaning of Art 4(1) of Regulation (EU) No 996/2010 of the European Parliament and of the Council, which means that the investigations following civil aviation accidents and/or incidents are carried out by a permanent body functionally independent in particular of the National Aviation Authorities (part of the ‘safety chain’) and of any other entity (e.g. ANSPs, airport operators, etc.) whose interests could conflict with the investigations themselves.

9. Amsterdam Airport Schiphol (AAS) is the major airport in the Netherlands; it is part of the Schiphol Group, in the ownership of the State of the Netherlands, the City of Amsterdam, the City of Rotterdam and Aéroports de Paris – details regarding Schiphol Group and the ownership of AAS are provided in Annexes.

10. The Royal Netherlands Meteorological Institute (KNMI, “Koninklijk Nederlands Meteorologisch Instituut”) is an agency within MoT responsible for the provision of meteorological services in the Amsterdam FIR. KNMI is certified as a provider for meteorological services and designated in the Act for KNMI.


Civil Regulator(s)

General Information

Civil Aviation in The Netherlands is the responsibility of the Ministry of Infrastructure and Water Management (MoT, “Ministerie van Infrastructuur en Waterstaat”). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA-NL is further detailed in the following sections. Within MoT, the Directorate General for Civil Aviation and Maritime Affairs (DGLM, “Directoraat-Generaal Luchtvaart en Maritieme zaken”) is responsible for the development of aviation policy and legislation, including transport, environment and safety. The Dutch civil aviation regulatory framework consists of: 1. European Community (EC) regulations, which are directly applicable and binding in the Netherlands; 2. National acts – enacted by government and parliament; 3. Royal decrees (“Koninklijke besluiten”); and 4. Ministerial regulations (“ministeriële regelingen”). The legal framework is further complemented by Ministerial orders (“ministeriële besluiten”) and Policy rules (“beleidsregels”), which may have a legal binding status and require publication. At its higher level, the regulatory framework consists of three basic laws: 1. The Act on Aviation (“Wet luchtvaart"), enacted in 1992 by Parliament, which addresses LVNL, MUAC

and the military; 2. The Aviation act (“Luchtvaartwet”), enacted in 1959; 3. The Kingdom act concerning Safety Investigation Board, enacted in 2005. MoT (civil) and MoD (military) are both the regulators for the Aviation act, the Act on aviation and the decrees and regulations based on those acts. MoT is the regulator for the Act on the Royal Netherlands Meteorological Institute and the decrees and regulations based on that act. The different national entities having regulatory responsibilities with respect to ATM/ANS are specified in the table on the next page.


Activity in ATM: Organisation responsible Legal Basis

Rule-making (MoT/DGLM)

(MoD)

Act on aviation (Wet luchtvaart), chapter V;

Regulations (EC) 549/2004, 550/2004, 551/2004, 552/2004 and 1070/2009.

Safety Oversight ILT (CAA-NL)

MLA (MAA-NL)

Supervision is in the remit of the ILT for civil aviation

Supervision is in the remit of the MAA-NL for military aviation

Act on aviation, article 11.1, par. 1, sub section b;

Ministerial order regarding the appointment of aviation supervisors (Besluit aanwijzing toezichthouders luchtvaart);

Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016;

Ministerial order regarding the establishment of ILT (Instellingsbesluit Inspectie Leefomgeving en Transport), article 2, par. 2, subsection c. ILT is the nominated NSA as from 1 January 2012 (article 2, par. 3, subsection b).

Enforcement actions in case of non-compliance with safety regulatory requirements

ILT (CAA-NL)

MLA (MAA-NL)

Enforcement is in the remit of the ILT for civil aviation

Enforcement is in the remit of the MAA-NL for military aviation

Act on aviation, article 11.15, subsection b, under 2 up to and including 5, and article 11.16, par. 1, subsection c;

Ministerial order regarding the establishment of ILT, article 2, par. 2, subsection c. ILT is the nominated NSA as from 1 January 2012 (article 2, par. 3, subsection b);

Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016;

Act on aviation, Aviation act and General act on administrative law;

Act on aviation, art. 11.9-11.10, Aviation act, art. 62-70, Economic offences act, art. 1.


Airspace MoT/DGLM together with MoD/MAA-NL

Supervision and enforcement are in the remit of ILT (CAA-NL) and MoD/MAA-NL respectively

Act on aviation, chapter V, complemented by ministerial decrees and regulations;

Rules of the air: Decree on air traffic rules (Besluit luchtverkeer 2014) and Regulation (EU) Nr. 923/2012 (Standardized European rules of the air);

ATM/ANS: Regulations (EC) 549/2004, 550/2004, 551/2004, 552/2004 and 1070/2009 and Regulation (EU) Nr. 923/2012 (Standardized European rules of the air).

Economic MoT/ DGLM and ILT (CAA-NL)

Act on aviation, article 5.43, par. 3;

In providing its function as an NSA, ILT uses economic expertise from MoT/DGLM, which has such expertise as being responsible for the content of the economic/financial and performance regulation.

Environment MoT/ DGLM

Supervision and enforcement are in the remit of ILT (CAA-NL)

The Airport traffic decree for Schiphol Airport (Luchthavenverkeerbesluit Schiphol), chapters III en IV, provides rules for route and runway use, which service provider LVNL must comply with. This decree also provides rules to comply with the values for noise maximum, external safety and local air pollution. Handling air traffic within limit values is a common responsibility of LVNL, the airlines and Schiphol Airport.

Security Ministry of Security and Justice, MoD and MoT/DGLM

Supervision and enforcement are in the remit of police and customs officers, and of MoD respectively

Aviation act (Luchtvaartwet), chapter IV, section 3A, holds the Minister of Security and Justice responsible for security of civil aviation;

Decree on air traffic rules (Besluit luchtverkeer 2014);

Regulation (EU) Nr. 923/2012 (Standardized European rules of the air);

Ministerial regulation on interception of aircraft (Regeling onderschepping luchtvaartuigen).

Accident investigation The Dutch Safety Investigation Board (OvV)

Kingdom act concerning the Safety Investigation Board (Rijkswet Onderzoeksraad voor veiligheid), article 4, par. 1, subsection e.


Directorate General for Civil Aviation and Maritime Affairs (DGLM) and the Human Environment and Transport Inspectorate (ILT (CAA-NL))

By provision of law, MoT is the competent civil ATM regulator. This responsibility is further broken down within the remit of two MoT departments, DGLM and ILT (CAA-NL) as follows:

1. The Directorate-General for Civil Aviation and Maritime Affairs (DGLM, “Directoraat-Generaal Luchtvaart en Maritieme Zaken”) is responsible for the development of aviation policy and legislation, including transport, environment and safety. The Director-General of DGLM represents the Netherlands in the EUROCONTROL (Provisional) Council. Airspace regulation is a shared responsibility between civil and military authorities. Therefore, airspace regulation in respect of civil aviation is established by MoT/DGLM in agreement with the MoD/MAA.

2. ILT (CAA-NL) (Human Environment and Transport Inspectorate, “Inspectie Leefomgeving en Transport”) is responsible for aviation policy implementation, oversight and enforcement. Part of ILT (CAA-NL) performs the role and tasks of the NSA NL. ILT (CAA-NL) also develops (drafts) lower regulations for DGLM. ILT (CAA-NL) is ISO 9001:2008 certified.

DGLM and ILT (CAA-NL) are organisationally separated from the ATSPs LVNL and MUAC. ILT (CAA-NL) and LVNL are both under the regulatory authority of the Minister of Infrastructure and the Environment.

The Netherlands, together with Belgium, Germany and Luxembourg agreed in the Maastricht Agreement for the provision and operation of air navigation services by EUROCONTROL from the Maastricht Area Control Centre (MUAC). Based on the Chicago Convention and the Maastricht Agreement, each of the four States retains its specific responsibilities as regards regulation and oversight within its own portions of airspace which are serviced by Maastricht UAC. Regulation and oversight of Maastricht UAC are nevertheless exercised in a highly coordinated manner among the four concerned States, including with EUROCONTROL.

At regulatory level, coordination is mainly ensured through the Maastricht Coordination Group (MCG).

At supervisory level, the service as provided at Maastricht UAC, as a NL-based ATS provider, was SES-certified by the NSA NL in cooperation with the NSAs of the three other States. On the basis of the agreement of the 4 States NSAs regarding the oversight activities on Maastricht UAC (including the 4 NSA’s Manual), the four States’ NSAs work together concerning the Single European Sky-related supervision of MUAC. They cooperate within an NSA-Committee (NSA-C), which is responsible for all supervisory activities on MUAC and a Common Supervisory Team (CST), which exercises the applicable oversight functions.

Note: The Netherlands have established a Military Aviation Authority (MAA) and subsequently embedded a joint civil military policy unit in the Dutch Ministry of Transport. MUAC arrangements with military relevance are subject for coordination between MUAC/NL MOT/NSA with the Dutch MAA.

Annual Report published: Y https://www.ilent.nl/over-ilt/publicaties

The organisation chart of the Ministry of Infrastructure and Water Management is provided in Annexes. The Internet site of MoT/DGLM may be accessed at address: http://www.rijksoverheid.nl/ministeries/ienw.

The Internet site of ILT (CAA-NL) may be accessed at address: www.ilent.nl.

https://www.ilent.nl/over-ilt/publicaties

http://www.rijksoverheid.nl/ministeries/ienw

http://www.ilent.nl/


ATC The Netherlands (LVNL, “Luchtverkeersleiding Nederland”)

Services provided

The legal basis for the establishment and provision of air traffic services in the Netherlands is in the Act on Aviation, Chapter 5. The conditions are detailed in the Governmental Decree on Air Traffic (Besluit luchtverkeer 2014) and the Ministerial Regulation on air traffic service provision (Regeling luchtverkeersdienstverlening).

Cross-border provision of services is possible under the Regulation (EC) No 550/2004 and has its legal basis in the Act on aviation. Aside from cross-border service agreements between serviceproviders, the Regulation on ATS delegation to foreign service providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties) deals with specific areas, i.e. Brussels ATC, Langen ATC, London ATC, Copenhagen ATC and Mil ATCC Semmerzake.

Governance: LVNL has been an independent

administrative body (ZBO) since 1 January 1993. As such, LVNL is accountable for its performance to the MoT and LVNL staff members are civil servants. In the sense of the Central and Local Government Personnel Act, LVNL applies the Code of Good Governance for Implementing Organizations as a directive.

Ownership: LVNL is an Independent Administrative Body (ZBO, “Zelfstandig Bestuursorgaan”).

Services provided Y/N Comment

ATC en-route Y ATS below FL245 is in the responsibility of LVNL with the exception of the areas under control by MILATC Schiphol and also Amsterdam FIR above FL245, which is delegated to Maastricht UAC (MUAC).

ATC approach Y ATC approach services at Schiphol, Rotterdam, Groningen, Maastricht and Lelystad are provided by LVNL.

ATC Aerodrome(s) Y Aerodrome ATC services at Schiphol, Rotterdam, Groningen and Maastricht are provided by LVNL.

AIS Y All AIS provided to GAT within the area of scope of this LSSIP are delivered by LVNL in close coordination with RNLAF.

CNS Y All CNS services provided to GAT within the area of responsibility and scope of this LSSIP are delivered by LVNL.

MET N KNMI is certified and designated as the provider for meteorological services. (Note: Another MET provider, Meteo Consult was also certified, but not designated).

ATCO training Y All ATCO training for the services provided by LVNL are in the full responsibility of LVNL.

Others N

Additional information:

Provision of services in other State(s):

Y LVNL provides services in the UK, Germany and Belgium by ATS cross-border delegation.

Annual Report published: Y https://www.lvnl.nl/media/2426/jaarverslag-2017.pdf

The Internet site of LVNL may be accessed at address: www.lvnl.nl.

The organization chart, as published on the internet site of LVNL, is available in Annexes.

https://www.lvnl.nl/media/2426/jaarverslag-2017.pdf

http://www.lvnl.nl/


Maastricht UAC

The LSSIP information concerning Maastricht UAC, the 2nd main NL-based and certified ATS provider, is available in the LSSIP 2018 document of Maastricht UAC.


Military service provider

Royal Netherlands Air Force (“Koninklijke Nederlandse Luchtmacht”)

Governance: RNLAF is as one of the operational commands part of the Dutch MoD organization.

Ownership: RNLAF is as one of the operational commands part of the Dutch MoD organization.

Services provided Y/N Comment

ATC en-route Y ATS inside the Amsterdam FIR in areas designated by national legislation.

ATC approach Y ATC approach services at De Kooy, Leeuwarden, Deelen, Gilze-Rijen, Volkel, Woensdrecht, Eindhoven, Budel, Teuge and Twente.

ATC Aerodrome(s) Y Aerodrome ATC services at De Kooy, Leeuwarden, Deelen, Gilze-Rijen, Volkel, Woensdrecht, Eindhoven.

AIS Y All AIS provided to OAT and GAT within the area of responsibility and in close coordination with LVNL.

CNS Y All CNS services provided to OAT and GAT within the area of responsibility.

MET Y The Joint Meteorological Group (JMG) provides in close cooperation with KNMI the MET services for traffic in the area of responsibility. JMG is in the process of being certified by the MAA.

ATCO training Y All ATCO training for the services provided by RNLAF are in the full responsibility of RNLAF.

Others Y The provision of Tactical ATS during special events in designated areas.

Additional information:

Provision of services in other State(s):

Y RNLAF provides services in Germany and Belgium by ATS cross-border delegation.

Annual Report published: N


ATC systems in use

Main ANSP part of any technology alliance1 Y ICAS/iTEC

FDPS

Specify the manufacturer of the ATC system currently in use: Raytheon- /Indra

Upgrade2 of the ATC system is performed or planned? 2017

Replacement of the ATC system by the new one is planned? 2021

ATC Unit EHAACC

Specify the manufacturer of the ATC system currently in use: Raytheon/Indra and LVNL

Upgrade2 of the ATC system is performed or planned? 2016/2017

Replacement of the ATC system by the new one is planned? 2021 iCAS

ATC Unit EHAAMC

SDPS

Specify the manufacturer of the ATC system currently in use: Raytheon/Indra

Upgrade of the ATC system is performed or planned? 2019

Replacement of the ATC system by the new one is planned? 2021

ATC Unit EHAAACC

Specify the manufacturer of the ATC system currently in use: Raytheon/Indra and LVNL

Upgrade of the ATC system is performed or planned? 2019

Replacement of the ATC system by the new one is planned? 2021 iCAS

ATC Unit EHAAMC

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))


Airports

General information

Amsterdam Airport Schiphol (AAS), a part of Schiphol Group, is the major airport in the Netherlands. Other relevant ATS controlled civil airports are Rotterdam Airport, Maastricht Aachen Airport, Groningen Airport Eelde and Eindhoven Airport (military airfield with civil co-use). ATS, CNS and AIS services at Eindhoven Airport are provided by MilATCC (AOCS NM) and the military control tower. Air Traffic Services on Amsterdam Airport Schiphol are provided by two control units (Schiphol Tower and Schiphol Approach). Rotterdam Approach is located in the LVNL building at Schiphol. ATS, CNS, AIS and all other herewith directly related activities for Groningen Eelde Airport and Maastricht Aachen Airport are part of the ATM Service Provision of the LVNL Regional Unit.

The revised Aviation Act of 2002 dictates environmental rules for Amsterdam Airport Schiphol. The Airport Traffic Decree Schiphol, a governmental decree based on the Aviation Act, provides rules for route and runway use that LVNL has to comply with. This decree also provides the responsibility to comply with the limit values for noise, external safety and local air pollution. Handling air traffic within maximum values is a common liability of LVNL, the airlines and the airport. Transgressions of these maximum values results in financial penalties and measures from ILT (CAA-NL).

More information on Amsterdam Airport Schiphol is available in Annexes, Organisation of the national stakeholders.

Annual Report published: Y For 2018 Amsterdam Airport Schiphol published the Annual Report www.annualreportschiphol.com

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2017 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives. The LSSIP for the Netherlands focuses only on Amsterdam Airport Schiphol. The EUROCONTROL Public Airport Corner also provides information for the following airport(s): https://ext.eurocontrol.int/airport_corner_public/EHAM

http://www.annualreportschiphol.com/

https://ext.eurocontrol.int/airport_corner_public/EHAM


Military Authorities

The Military Authorities in the Netherlands are composed of:

1. The Military Aviation Authority (MAA, “Militaire Luchtvaart Autoriteit”) has an independent position directly under the Minister of Defence. The Director MAA is the military supervisory authority and is responsible for the development of aviation policy. The MAA NL consists of three operational divisions (operations, certification and airports/airspace) and one supporting staff division. These divisions have specialist and military knowledge that is relevant to each area of expertise. The operational divisions reflect the MAA philosophy of a “Total Aviation System” in which the interrelation of all aspects of (military) aviation becomes clearly visible. MAA closely cooperates to this purpose with the civil authorities of DGLM within the joint civil/military ATM Policy Unit. On oversight, the MAA closely cooperates with ILT (CAA-NL).

2. The military ATS provider organization consists of all entities appointed by the Minister of Defence in order to provide ATS. These entities are divided into fixed stations, consisting of AOCS Nieuw Milligen (Fighter Control) Military Air Traffic control Center Schiphol (Area Control and Centralized Approach Control) and the control towers on Military Airbases, and mobile stations consisting of naval vessels or mobile towers. A military manned AFMU dealing with the AMC tasks and responsible for the ASM level 2 is stationed at MilATCC Schiphol.

As part of an extensive civil-military cooperation process the ATS service provision to OAT has been transferred in 2017. All ATS below FL245, excluding the local ATS provided in the respective military controlled airspace has been collocated at LVNL premises on the 7th of December 2017. The service provision to OAT above FL245 has been transferred to MUAC by the 27th of April 2017.

Their regulatory, service provision and user role in ATM are detailed further below.

The organisation chart of the Ministry of Defence is available in Annexes. The Internet site of MoD may be accessed at address: http://www.rijksoverheid.nl/ministeries/def.

Regulatory role

Regulatory framework and rule-making

The legal basis for the regulatory elements of military aviation originates from the Aviation Act; in particular: Article 1.4 empowering the Ministry of Defence (MoD) to issue regulations and to coordinate MoD regulations applicable to civil traffic/ air navigation with the MoT; Article 3.14 regarding certificates of airworthiness for military aircraft; and Chapter 10, which is entirely dedicated to military aviation. The Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016 designates the MAA as the entity responsible for the safety of military aviation empowered to act on behalf of the Minister of Defence.

Airspace regulation is a shared responsibility of the civil and military authorities;. Coordination between the two authorities is ensured at all levels.

http://www.rijksoverheid.nl/ministeries/def


OAT GAT

OAT and provision of service for OAT governed by national legal provisions?

Y Provision of service for GAT by the Military governed by national legal provisions?

Level of such legal provision: Aviation Act (law), Ministerial Decree and Air Force Regulation

Level of such legal provision: Aviation Act (law)

Authority signing such legal provision: Parliament (for the Aviation Act) and Minister of Defence (for the Decrees and regulations below the level of the Aviation Act)

Authority signing such legal provision: Parliament (for the Aviation Act) and Minister of Defence (for the Decrees and regulations below the level of the Aviation Act)

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y

OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification Y ANSP Certification Y

ANSP Supervision Y ANSP Supervision Y

Aircrew Training Y ESARR applicability Y

Aircrew Licensing Y

Additional Information: the MAA is in the process of transposing the regulations and requirements applicable for Civil Aviation into equivalent Military Aviation Requirements (MAR/ATM)

The NSA has informed EASA that the MAA and its MARs are fully compliant with the requirements of EASA.

Means used to inform airspace users (other than military) about these provisions:

Means used to inform airspace users (other than military) about these provisions:

National AIP Y National AIP Y

National Military AIP Y National Military AIP Y

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: N/A Other: N/A


Oversight

Service Provision role

Military ANSP providing GAT services SES certified?

N If YES, since: N/A Duration of the Certificate:

N/A

Certificate issued by: N/A If NO, is this fact reported to the EC in accordance with SES regulations?

Y

Additional Information: The Military Requirements for Air Traffic Services and Airports (MLE-ANS, MLE-MLH) have been formulated and published in 2010 and are based on the existing civil requirements (i.e. ICAO and the Common Requirements). The equivalence of these requirements has been studied and it has been concluded that the military requirements provide an equivalent level of safety. Early 2014 a written statement has been provided by the NSA concluding that the equivalence of the military requirements with the civil requirements is provided.

OAT GAT

National oversight body for OAT: MAA In accordance with IR 216/2008 art. 1 MAA is the oversight body for GAT in case the service is provided by military personnel. NSA has confirmed that the equivalent level of compliancy with the basic regulation is provided by the MAA regulations.

Additional information: MAA is functionally separated from the military Service Provision; both entities are under the direct responsibility of the MoD. The MAA is in the process of finalizing the initial certification of all ATS providers. The only remaining entities to be certified in 2018 is the Joint Meteorological Group (JMG).

OAT GAT

Services Provided: Services Provided:

En-Route Y Note: Provided by AOCS NM En-Route Y

Approach/TMA Y Note: Provided by AOCS NM for all Military Airbases and Mil TMAs

Approach/TMA Y

Airfield/TWR/GND Y Note: Provided at all RNLAF Airfields

Airfield/TWR/GND Y

AIS Y Note: Provided at all RNLAF and RNNavy Airfields

AIS Y

MET Y Note: Provided at all RNLAF and RNNavy Airfields

MET Y

SAR Y Note: All SAR Y

TSA/TRA monitoring Y Note: Provided by AOCS NM FIS Y

Other: N/A Other: N/A

Additional Information: Additional Information:


User role

Flexible Use of Airspace (FUA)

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

If Military fly OAT-IFR inside controlled airspace, specify the available options:

Free Routing Y Within specific corridors only Y

Within the regular (GAT) national route network Y Under radar control Y

Within a special OAT route system Y Under radar advisory service N

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:

No special arrangements Exemption from Route Charges Y

Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y

CNS exemptions: RVSM Y 8.33 N Mode S N ACAS

Others: Exemptions are granted only for combat aircraft, State aircraft can be exempted from ATFCM measures depending on the mission.

Military in Netherlands applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




2. Traffic and Capacity

Evolution of traffic in Netherlands

2018 Based on NM archived data, traffic in LVNL area of responsibility increased by 0.4% during Summer 2018 (May to October), when compared to Summer 2017.

2019-2024

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.5% and 2.6% with an average baseline growth of 1.6% throughout the planning cycle.

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

1.800.000

2014 A 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

IFR

flig

hts

Netherlands - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

International Dep/Arr 45%

Domestic flights 1%

Overflights 53%

Netherlands - Distribution (Ref. year 2017)

A = ActualF = Forecast

2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 FH 3.1% 3.5% 3.7% 2.1% 2.3% 2.2% 2.0%B 3.4% 5.5% 3.7% 3.0% 2.5% 2.1% 1.3% 1.2% 1.2% 1.2%L 2.8% 1.1% 0.3% 0.1% 0.3% 0.3% 0.6%

ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%

EUROCONTROL Seven-Year Forecast (September 2018)IFR flights yearly growth

Netherlands


ACC Amsterdam

Traffic and en-route ATFM delays 2014-2024

Performance summer 2018

Traffic Evolution 2018 Capacity Baseline En-route Delay (min/flight) - Summer

Capacity gap Ref value Actual

-0.3% 150 (+1%) 0.15 0.12 No

The average en-route delay per flight decreased from 0.17 minutes per flight during Summer 2017 to 0.12 minutes per flight in Summer 2018. 49% of the delays were for the reason ATC Capacity, 43% for the reason Weather, 4% for the reason Aerodrome Capacity, 2% for Equipment and 1% for Special events.

Capacity Plan +1% Achieved Comments

Implement call sign only check-in to reduce workload No Not implemented due to NSA objections

Increased capacity sector 3, based on updated workload assessment of inbound peak modes Yes

Maximum configuration: 5 sectors Yes 6 sectors were opened incidentally, but a maximum of 5 is planned

Summer 2018 performance assessment

The ACC capacity baseline was measured with ACCESS at 150, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 138 during the measured period and an average peak 3 hour of 121.

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 1698 1764 1885 1922 1911Summer Traffic 1565 1632 1733 1773 1767Yearly Traffic 1441 1499 1582 1631 1643Summer Traffic Forecast 1797 1837 1868 1883 1894 1899High Traffic Forecast - Summer 1813 1862 1884 1906 1933 1945Low Traffic Forecast - Summer 1770 1768 1774 1783 1785 1786Summer enroute delay (all causes) 0.17 0.13 0.14 0.17 0.12Yearly enroute delay (all causes) 0.13 0.10 0.10 0.13 0.08

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

Enro

ute

Del

ay (m

inut

es p

er fl

ight

)

IFR

flig

hts

(Dai

ly A

vera

ge)

EHAAACC - Traffic and en-route ATFM delays


Planning Period 2019-2024

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.

Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.

Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

RP2 Capacity Profiles RP3 Indicative Capacity Profiles

ACC 2018 baseline

Profiles (hourly movements and % increase over previous year) 2019 2020 2021 2022 2023 2024

EHAA 150

H 151 1% 151 0% 152 1% 153 1% 153 0% 153 0% Ref. 150 0% 150 0% 151 1% 152 1% 152 0% 152 0%

L 150 0% 150 0% 150 0% 150 0% 150 0% 150 0%

Open 150 0% 150 0% 151 1% 152 1% 152 0% 152 0%

C/R 150 0% 150 0% 150 0% 150 0% 150 0% 150 0%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace

Airspace Management Advanced FUA

Redesign of Dutch

airspace, including

advanced FUA (civil-military integration)

Redesign of Dutch

airspace, including

advanced FUA (civil-military integration)

Airport & TMA Network Integration

Cooperative Traffic Management

Airspace Redesign route structure sector 3 Redesign of

Dutch airspace Redesign of

Dutch airspace Procedures

Staffing Continuous recruitment and training to maintain levels of ATCOs

Technical

AMAN 2.0 Implementation

of new ATC system iCAS

XMAN

Adaption ATC system to further

increase capacity of Inbound Controller 3

Capacity

Workload assessment for

sectors other than sector 3

En-route ATFM delay breakdownRP2 Reference Values

2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual

En-route ATFM delay breakdownPRB proposal

RP3 Reference Values


Significant Events Vuelta cycling course (June 2020)

Training for iCAS (after summer

season)

New OPS room for iCAS

Max sectors 5 6 6 6 6 6

Planned Annual Capacity Increase 1% 1% 0% 0% 0% 0%

Reference profile Annual % Increase 0% 0% 1% 1% 0% 0%

Difference Capacity Plan v. Reference Profile

1.3% 2.7% 2.0% 1.3% 1.3% 1.3%

Annual Reference Value (min) 0.14 0.13 0.14 0.12 0.12 0.11

Summer reference value (min) 0.14 0.15 0.12 0.13 0.13 0.13

Additional information

The programme to redesign the Dutch airspace has just been started. The redesign is planned to be introduced from 2023 onwards. Where possible, smaller improvements will be introduced earlier. Effects are to be determined. In addition a Capacity Management programme has been initiated. Impact Lelystad (EHLE) to be determined.

2020-2024: Indicative RP3 Reference Values

Note: these figures are the maximum that can be delivered, if required. The actual planned opening schemes will be based on the expected traffic demand.

0

1

2

3

4

5

6

00:0

0

02:0

0

04:0

0

06:0

0

08:0

0

10:0

0

12:0

0

14:0

0

16:0

0

18:0

0

20:0

0

22:0

0

Sectors available - Summer 2019


2017 2018 2019 2020 2021 2022 2023 20242019 Reference Capacity Profile

2020-2024 Indicative Reference Capacity Profile 150 150 151 152 152 152

Capacity Profile - Current Routes 150 150 150 150 150 150Capacity Profile - High 151 151 152 153 153 153Capacity Profile - Low 150 150 150 150 150 150Capacity Baseline 148 1502019 - 2024 Plan 152 154 154 154 154 154Capacity Profile - Shortest Routes (Open) 150 150 151 152 152 152

130

135

140

145

150

155

160

165

170

Capa

city

pro

file

(mov

emen

ts p

er h

our)

EHAACTA - Reference capacity profile and alternative scenarios

2019-2024 Planning Period Outlook

No capacity problems are foreseen in the current planning cycle.


3. Master Plan Level 3 Implementation Report conclusions

Conclusion Applicable to IMPLEMENTATION OF FRA IS VERY MUCH ENCOURAGED BELOW FL310 AND IN CROSS-BORDER AIRSPACE. (page 19 of the Report)

ECAC States Description of the planned action: LVNL provides ANS below FL245. No civil local FRA airspace has been identified in the Amsterdam FIR below FL245.


4. Implementation Projects

The table below presents the high-level information about the main projects currently ongoing in the Netherlands. The details of each project are available in Chapter 2 of the Level 2 - Detailed Implementation Status document.

National projects

Name of project: Organisation(s): Schedule: Status: Links: Airport CDM implementation Schiphol (109AF2)

Amsterdam Airport Schiphol (NL), LVNL - Luchtverkeersleiding Nederland (NL)

01/01/2014 - 31/12/2020

LVNL participates together with Schiphol Airport and Dutch Airlines in a CDM Platform. This platform uses the Eurocontrol CDM manual as input for its activities. LVNL is a member of the Eurocontrol CDM Taskforce. Implementation has started in 2009. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager was effectuated in May 2018. Currently, LVNL is working on improving A-CDM, for example by improving the predictability and by replacing the sequencer.

L3: AOP05 DP: Project 109AF2; Family 2.1.3 / Airport CDM implementation Schiphol

Amsterdam Schiphol AMAN 1.0 (2015_165_AF1)

LVNL - Luchtverkeersleiding Nederland (NL)

01/07/2016 - 31/12/2018

An advanced Arrival Manager for Schiphol, named AMAN 1.0, is implemented in Nov 2018 as an enabler for Schiphol Traffic Manager. As part of AMAN 1.0 a user friendly arrival manager is deployed which supports controllers to optimize traffic flows to Schiphol airport.

L3: ATC07.1 DP: Project 2015_165_AF1; Family 1.1.1

Amsterdam Schiphol AMAN 2.0 (2015_166_AF1)


01/01/2017 - 20/12/2019

AMAN 2.0 started in 2018 and will be finished end 2020.

L3: ATC07.1, ATC15.1 DP: Project 2015_166_AF1; Family 1.1.1

Civil Military Integration Air Operations Control Station Nieuw Milligen (NL), LVNL - Luchtverkeersleiding Nederland (NL), Ministerie van

Activities started in 2018. Integration

In 2018 a study has been performed to work out different models of integration. The program plan is currently being made, including a business case.

-


Infrastructuur en Waterstaat - Directie Luchtvaart (NL)

should be finalized in 2023.

Civil-Military co-location (-) LVNL - Luchtverkeersleiding Nederland (NL), Militaire Luchtvaart Autoriteit (NL)

Co-location finalized Q4 2017.

ATC NL, RNLAF and MoT-MoD reached an agreement in 2014 to implement the co-location of military functions at ATC NL in Q4 2017.

-

Electronic Flight Strips at Schiphol TWR (108AF2)


01/09/2014 - 31/12/2019

In 2018 training of ATCO's with EFS has started. Technical preparations for operational use have started. In Q2 2019 EFS will go live in the operational towers.

L2: AO-0102, AO-0603, DCB-0302, IS-0101, IS-0102, IS-0204

Operational in use: Q2 2019

DP: Project 108AF2; Family 2.1.2 / Electronic Flight Strips at Schiphol TWR

RP2 PP: Replacement EHAM/EHRD TWR system

Implementation of AOP Schiphol Airport (2015_178_AF2)

Amsterdam Airport Schiphol (NL)

01/01/2017 - 31/12/2018

Scope definition and project plan definition just started. Internal re-organisation prevented start at contractual date due to unavailability of required expertice. Knowledge and experience with defining scope and project plan for APOC will be included in scope and project plan definition for AOP.

L3: AOP11 DP: Project 2015_178_AF2; Family 2.1.4

Implementation of APOC Schiphol Airport (2015_179_AF4)

Amsterdam Airport Schiphol (NL)

01/01/2016 - 31/12/2019

The APOC project has started. The project was delayed and the new end date is now 31/12/2020

L3: AOP11 DP: Project 2015_179_AF4; Family 4.2.2

Implementation of Aeronautical Data Quality (ADQ) at LVNL (2015_168_AF5)


16/02/2016 - 31/10/2017

Most of the software packages are implemented after successful tests. There was delay on the implementation of the workflow at the dynamic part. In general the project is on track to have all software and their workflows implemented by June 2017.

L3: ITY-ADQ DP: Project 2015_168_AF5; Family 5.3.1

Meteorological Information Exchange by MET ANSP KNMI (110AF5)

Koninklijk Nederlands Meteorologisch Instituut (NL)

01/06/2015 - 31/12/2018

- DP: Project 110AF5; Family 5.4.1

RNAV1 and RNP-APCH approaches Amsterdam Schiphol (107AF1)


01/01/2014 - 31/12/2023

The RNAV 1 transition ARTIP - 36R EHAM has been implemented. The implementation RNP APCH at Amsterdam airport Schiphol is ongoing. Activities for

L3: NAV03.1, NAV03.2 DP: Project 107AF1; Family 1.2.3


RNP 1 transitions from the IAF's to all EHAM runways are planned for RP3.

Realisation Centralized Base Beek en Eelde (EHBK en EHGG)


2018 / end of 2021

Remote tower project as primary means of ATC for Groningen and Maastricht Airports are ongoing. Project plan is defined. In the course of 2019 first steps will be taken to realize Centralized Base.

L3: AOP14

Replacement AAA (iCAS) (Maintenance Technical Systems)


The iCAS partnership aims at the development and deployment of iCAS within LVNL ATC Centre and al four DFS ATC Centres during the period 2015-2024 in which operational cut-over at LVNL is planned for 2021. Study phase: 8-3-2011 Design phase: 03-2011 until 2016 Implementation phase: 2015 until 2021 Operational in use: 2021 After care: 2022

In 2018 successful first Site Acceptance Test (SAT) of iCAS release with Indra, start of Master Integration in Munich, the Video Recording and Playback system has been delivered.

L2: AO-0602, AOM-0205, AOM-0401, AOM-0504, AOM-0703, AOM-0802, AUO-0301, DCB-0102, DCB-0201, TS-0305 DP: 2015_190_AF3 / Deployment of Air Traffic Control System iCAS: Implementation of ATM PCP Functionalities at LVNL and DFS RP2 PP: Replacement AAA


TWR System at Amsterdam Schiphol (2015_187_AF2)


16/02/2016 - 31/12/2020

- Tender procedure completed, supplier selected DP: Family 2.5.1 - Prepared a detailed roadmap for the replacement of the TWRSYS by the Frequentis system - Started a project to build an interface between the Electronic Flight Strip System as provided by Frequentis and the iCAS main center automation system. This project will also deliver a message broker that will be used for the communication between modules of the new tower system. - Started a project to deliver a prototype of the DMAN, initiated at the end of 2018, running until summer 2019 - Started initial investigations on the migration of the current safety nets (runway incursions and go-around detection) to the new tower system.

Workload model for Amsterdam Area Control, Approach Control and Ground operations (2015_167_AF4)


16/02/2016 - 31/12/2020

The workloadmodel of ACC and traffic distribution for Approach have been implemented and are in use. The workload model for ACC will be further developed and in 2019 a project for a workload model for Approach and Ground will start.

DP: Project 2015_167_AF4; Family 4.4.2


FAB projects

Name of project: Organisation(s): Schedule: Status: Links:

Extended Arrival Management (XMAN)

DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Nederland (NL), MUAC ANSP (MAS), SKEYES (BE), Skyguide (CH)

The XMAN project envisaged three development and implementation steps: Basic – Advanced – Optimised. In December 2018 the project team decided to skip the Optimised Step and to incorporate the envisaged features of the Optimised Step into the Advanced Step. The planning is now as follows:

1. Basic Step - From 2012 to 2024 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by skeyes, DFS, DSNA, LVNL, MUAC and skyguide.

2. Advanced Step - From 2013 to 2024 The Advanced Step takes into account validated SESAR results in order to improve the en-route part of cross-centre arrival management in the overall FABEC airspace. This step requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be provided by Airport-CDM and Network Management. This step has an impact on all FABEC ACCs. This Step will also take into account further validated SESAR results and will optimise the cooperation between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed.

The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports.

The implementation phase of the Basic Step will continue until 2024.

The Milestone 4 of the Advanced Step of the XMAN project was planned for June 2018 but was moved to Q2/2019 as the deployment of the XMAN Portal will continue until mid-2019.

The project team agreed to skip the Optimised Step and to integrate optimised features into the Advanced Step.

L3: ATC07.1, ATC15.1 Deployment Programme: - AF1: Extended AMAN and PBN in high density TMA - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function


Name of project: Organisation(s): Schedule: Status: Links:

Free Route Airspace (FRA)

DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Nederland (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Militaire Luchtvaart Autoriteit (NL), SKEYES (BE), Skyguide (CH), Swiss Air Force (CH)

The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2.

In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by 2022.

In 2016, the project was organised into two work streams 1. National and cross-border Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing.

All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level.

In December 2017 the Project Management Plan version 4.0 has been approved. The project is now further supporting and monitoring the direct routing implementations and full FRA implementations.

The project work on Direct Routings and Free Route is in a rolling MS4 status with a yearly update of the implementation report and implementation plan.

DSNA and skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years in preparation of Full FRA.

On the 1st of March 2018, DFS has implemented Full FRA H24 in EDDU North airspace above FL 285 and EDDU East Airspace above FL 315 and Full FRA Night above FL245 in all the DFS airspace. MUAC has successfully extended Full FRA to weekends from the 8th-9th of December 2018 (Full FRA week-end and night).

L3: AOM21.2 L2: AOM-0506


Regional projects

Name of project Organisation(s): Schedule: Status: Links

European Meteorological Aircraft Derived Data Center (EMADDC)

(2015_137_AF5)

Koninklijk Nederlands Meteorologisch Instituut (NL)

01/03/2016 - 31/12/2020 - DP: Project 2015_137_AF5; Family 5.4.1


5. Cooperation activities

FAB Co-ordination

FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland.

The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations.

After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013.

FABEC intends to provide capacity, solve bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe.


6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

The implementation date of AOM19.2 has moved from 2018 to 2021. For the further realization of this objective iCAS will have to be implemented (Q4 2021).

AOP05 has changed from late to completed. The start of exchange of DPI messages with the Eurocontrol Network Manager was effectuated in May 2018.

The project end date of AOP11 has changed from 31-12-2018 to 31-12-2019.

AOP13 has changed from no plan to ongoing. Research has been started to Automated Assistance to Controller for Surface Movement Planning and Routing in 2018.

ATC15.2 has been changed from no plan to ongoing. A project for AMAN horizon to 180-200 NM is now ongoing.

Due to technical issues that have been encountered, the implementation of Voice over Internet Protocol (COM11) will be postponed to 2023.

The implementation of ITY-ACID is dependent on the implementation of iCAS. The implementation date has been postponed from 2019 to 2021.

ITY-ADQ has been changed from late to completed.

ITY-AGVCS2 has been completed in 2018; conversion to 8,33 kHz is completed.

SAF 11 has been completed in 2018 with the implementation of EAPPRE at Eindhoven (EHEH) and De Kooy (EHKD).


Objective Progress per SESAR Key Feature

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annexes.

Legend:

## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)

100% = Objective completed = Completion beyond Implementation Objective timeline


<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

100%

AOM19.1 (PCP) ASM Support Tools to Support AFUA 41%

AOM19.2 (PCP) ASM Management of Real-Time Airspace Data 25%

AOM19.3 (PCP) Full rolling ASM/ATFCM Process and ASM Information Sharing

3%

AOM19.4 (PCP) Management of Pre-defined Airspace Configurations

0%

FCM01 Enhanced Tactical Flow Management Services 100%

FCM03 Collaborative Flight Planning 100%

FCM04.1 STAM Phase 1 n/a

FCM04.2 (PCP) STAM Phase 2 0%

FCM05 (PCP) Interactive Rolling NOP 78%

FCM06 (PCP) Traffic Complexity Assessment 77%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing n/a

AOM21.2 (PCP) Free Route Airspace n/a

ATC02.2 STCA En-Route 100%

ATC02.8 Ground-Based Safety Nets n/a

ATC02.9 Enhanced STCA for TMAs 0%

ATC07.1 AMAN Tools and Procedures

EHAM - Amsterdam Airport 100%

ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring

100%

ATC15.1 Information Exchange with En-route in Support of AMAN

50%

ATC15.2 (PCP) Arrival Management Extended to En-route Airspace

18%

ATC16 ACAS II Compliant with TCAS II Change 7.1 100%

ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

80%

ATC18 Multi Sector Planning En-route - 1P2T Local objective n/a

ENV01 Continuous Descent Operations


ENV03 Continuous Climb Operations Local objective


EHBK - MAASTRICHT/MAASTRICHT AACHEN 100%

EHGG - GRONINGEN/EELDE 100%

EHRD - ROTTERDAM/ROTTERDAM 100%

ITY-COTR Ground-Ground Automated Co-ordination Processes

100%

NAV03.1 RNAV 1 in TMA Operations 100%

NAV03.2 (PCP) RNP 1 in TMA Operations 18%

NAV10 APV procedures 78%

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft

Local objective n/a


High Performing Airport Operations

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1


AOP04.2 A-SMGCS Level 2


AOP05 Airport CDM


AOP10 (PCP) Time-Based Separation


AOP11 (PCP) Initial Airport Operations Plan


AOP12 (PCP) Improve Runway and Airfield Safety with ATC Clearances Monitoring


AOP13 (PCP) Automated Assistance to Controller for Surface Movement Planning and Routing


AOP14 Remote Tower Services Local objective


ENV02 Collaborative Environmental Management Local objective


SAF11 Improve Runway Safety by Preventing Runway Excursions

100%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 81%

COM11 Voice over Internet Protocol (VoIP) 3%

COM12 (PCP) NewPENS 40%

FCM08 (PCP) Extended Flight Plan 0%

INF07 Electronic Terrain and Obstacle Data (eTOD) 39%

INF08.1 (PCP) Information Exchanges using the SWIM Yellow TI Profile

0%

ITY-ACID Aircraft Identification 82%

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

100%

ITY-AGDL Initial ATC Air-Ground Data Link Services n/a

ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below FL195

100%

ITY-FMTP Common Flight Message Transfer Protocol 100%

ITY-SPI Surveillance Performance and Interoperability 100%


ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.

These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air Navigation Planning Group).

Legend:

= Completed (during 2018 or before)

= Missing planning date

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0-APTA Optimization of Approach Procedures including vertical guidance

100%

78%

B0-SURF Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2)

100%

B0-FICE Increased Interoperability, Efficiency and Capacity through Ground-Ground Integration

100%

B0-DATM Service Improvement through Digital Aeronautical Information Management

100%

B0-ACAS ACAS Improvements 100%

B0-SNET Increased Effectiveness of Ground-Based Safety Nets

100%

50%

B0-ACDM Improved Airport Operations through 100%

B0-RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN)

100%

B0-FRTO Improved Operations through Enhanced En-Route Trajectories

100%

B0-NOPS Improved Flow Performance through Planning based on a Network-Wide view

100%

B0-ASUR Initial capability for ground surveillance 100%

B0-CDO Improved Flexibility and Efficiency in Descent Profiles (CDO)

100%

60%

B0-TBO Improved Safety and Efficiency through the initial application of Data Link En-Route


Detailed Objectives Implementation progress

Objective/Stakeholder Progress Code:

Completed Not yet planned

Ongoing Not Applicable

Planned Missing Data

Late

Main Objectives

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018

100% Completed

- Harmonisation has been completed. LVNL can handle OAT as GAT. 31/12/2013

REG (By:12/2018) Militaire Luchtvaart Autoriteit

- - 100% Completed

30/06/2011

Ministerie van Infrastructuur en Waterstaat - Directie Luchtvaart

The Eurocontrol guidance material has been reviewed. No revisions have to be made. - 100%

Completed

30/06/2011

ASP (By:12/2018) LVNL - Luchtverkeersleiding Nederland

- - 100%

Completed

31/12/2013

Militaire Luchtvaart Autoriteit

Harmonisation has been completed. LVNL can handle OAT as GAT. - 100%

Completed

31/12/2013

MIL (By:12/2018)


Procedure design has been finalised. MIL actions in this objective are planned and conducted in co-ordination with the civil ASP. No revisions to legislations have to be made.

- 100%

Completed

31/12/2013


AOM19.1

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018

41% Late

- The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic, implementation of LARA is postponed to 2023. Within the military ATM structure LARA is already installed and as of October 2017 FOC. However the co-location at LVNL will enable the full scope of the SLoA to be completed accordingly.

31/12/2023

ASP (By:12/2018)


LARA V3 is implemented within NL forces. Limited deployment has occurred due to the transition towards LVNL.

- 100%

Completed

31/12/2018

LVNL - Luchtverkeersleiding Nederland

The civil airspace controlled by LVNL is 24/7 available for air traffic. At fixed, published times parts of the military airspace including CDR's are handed over from MIL to LVNL. Exemptions are coordinated manually. In order to improve the efficient use of airspace further, implementation of LARA at LVNL is planned together with the implementation of iCAS. Activities concerning the implementation of LARA is planned to start in 2020. The deadline for this implementation objective is connected to the PCP implementation of Flexible Airspace Management and Free Route Airspace. LVNL is not responsible for flights on and above flight level 310. Therefore the deadline of 31/12/2018 is not applicable to LVNL.

- 10%

Late

31/12/2023

Air Operations Control Station Nieuw Milligen

As of October 2017 LARA is FOC at AOCS NM. According plan the unit is transferred to LVNL at SCHIPHOL. This move has caused a setback in usage due to fact that it is not connected to the operational system AAA. LARA V3 is implemented and running. Due to the setback usage of LARA on all airbases and ANSP positions is limited due to deployment.

- 57%

Late

31/12/2023


AOM19.2

ASM Management of Real-Time Airspace Data Timescales: Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021

25% Ongoing

- The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic. For the further realisation of AOM 19.2 iCAS has to be implemented (Q4 2021).

31/12/2021

ASP (By:12/2021)


In the near future LVNL doesn't have the ability to implement this objective other than the implementation of LARA. For the further realisation of AOM 19.2 iCAS has to be implemented (Q4 2021). Shortly before and also afterwards, activities concerning this objective could start. These activities are not planned yet.

- 0%

Not yet planned

-

Air Operations Control Station Nieuw Milligen

LARA is installed at airbases and AMC levels. The LARA V3 incorporates the required features for NM coordination. No real time data displayed on CWP's due to operation system limitations. Improvement foreseen with realisation of iCAS.

- 50%

Ongoing

31/12/2021

AOM19.3

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021

3% Ongoing

- The implementation of LARA V3 will fully support the automated process with regard to military rolling ASM process. 31/12/2021

ASP (By:12/2021)



- 0%

Not yet planned

-


The implementation of LARA V3 will fully support the automated process with regard to rolling ASM process. Procedures and processes have to be designed accordingly once V3 is operational.

- 5%

Ongoing

31/12/2021


AOM19.4

Management of Pre-defined Airspace Configurations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021

0% Not yet planned

- For the further realisation of AOM 19.4 iCAS has to be implemented (Q4 2021). Shortly before and also afterwards, activities concerning this objective could start. These activities are not planned yet.

-

ASP (By:12/2021)



- 0%

Not yet planned

-

AOM21.2

Free Route Airspace (Outside Applicability Area) Timescales: - not applicable -

% Not Applicable

- No civil local FRA airspace has been identified in the Amsterdam FIR below FL245. Military system improvements have been implemented. The FABEC FRA TF is aiming at the implementation of FRA above FL365 before 2018.

-

ASP (By:12/2021)


No local FRA airspace has been identified in the Amsterdam FIR below FL245. The FABEC FRA TF is aiming at the implementation of FRA above FL365 before 2018.

Free Route Airspace

%

Not Applicable

-


LVNL provides ANS below FL245. No civil local FRA airspace has been identified in the Amsterdam FIR below FL245.

Free Route Airspace

%

Not Applicable

-


AOP04.1

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

100% Completed

EHAM - Amsterdam Airport At Amsterdam Airport Schiphol, this Objective has been implemented under the responsibility of LVNL and not of AAS. A-SMGCS at Amsterdam Airport Schiphol is operational. Ground labels are used for both aircraft and ground vehicles. All vehicles which are allowed within the maneuvering area are equipped with transponders. A slight increase of ground capacity during low visibility conditions has been recorded. The next step is to further increase both runway and maneuvering surface capacity and to take full advantage of the availability of ground labels. Simultaneous use of two landing runways during LVC should take place within the next years. While primary ground surveillance does not have full coverage, it appears that the recently improved coverage and reliability of the Multilateration information no longer make full primary ground surveillance necessary. Further introduction of safety-significant changes to A-SMGCS are now subject to verification of compliance and acceptance by IVW (CAA-NL) in accordance with (EC) Regulation No 1315/2007.

31/12/2009

REG (By:12/2010)


At the time when A-SMGCS became operational at Schiphol - before Nov 2007 (EC Regulation No 1315/2007 on safety oversight in ATM) - there was no legislation in force requiring for the approval of safety-significant changes to ATC systems by IVW (CAA-NL). Further introduction of safety-significant changes to A-SMGCS are now subject to compliance with this regulation (review and acceptance by CAA-NL of the safety arguments).

- 100%

Completed

31/12/2009


Same as in the overall comment. - 100%

Completed

31/12/2008

APO (By:12/2010)

Amsterdam Airport Schiphol

At Amsterdam Airport Schiphol, this Objective has been implemented under the responsibility of LVNL and not that of AAS. AAS has completed its participation in the local actions, where the case.

- 100%

Completed

31/12/2008


AOP04.2

Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

100% Completed

EHAM - Amsterdam Airport RIASS (Runway Incursion and Alerting System Schiphol) has been implemented for Schiphol airport and is fully operational. RIASS was stepwise taken into operation from 2008 to 2010. At first the system was only used for a limited number of runways during reduced visibility. In phases the operational use has been extended to all runways and full time.

31/12/2010


See general comment. Personnel has been trained in the use of the systems as part of the process of implementing changes.

- 100%

Completed

31/12/2010

APO (By:12/2017)


A multilateration system supporting the use of the labels in relation with the ground surveillance equipment by Tower control is operational at Schiphol airport. The implementation of a Runway Incursion Alerting System at Schiphol airport has been completed.

- 100%

Completed

31/12/2010

AOP05

Airport Collaborative Decision Making (A-CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016

100% Completed

EHAM - Amsterdam Airport LVNL and Schiphol Airport participate together with Dutch Airlines in a CDM Platform, which uses the Eurocontrol CDM manual as input for its activities. Both AAS and LVNL are reviewing performance on a regular basis. Schiphol Airline Operators Committee has endorsed CDM, all local handlers are bound by local regulations to participate. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager was effectuated in May 2018. MIL has no plans for this objective and deems it "Not Applicable" for military ATC.

31/05/2018

ASP (By:12/2016)


LVNL participates together with Schiphol Airport and Dutch Airlines in a CDM Platform. This platform uses the Eurocontrol CDM manual as input for its activities. LVNL is a member of the Eurocontrol CDM Taskforce. Implementation has started in 2009. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager was effectuated in May 2018.

Airport CDM implementa

tion Schiphol

100%

Completed

31/05/2018

APO (By:12/2016)


LVNL and Amsterdam Airport Schiphol work together on a number of CDM activities. Implementation has started in 2009. In Q2 2015 CPDSP was taken in operational use. The start of exchange of DPI messages with the Eurocontrol Network Manager was effectuated in May 2018.

Airport CDM implementa

tion Schiphol

100%

Completed

31/05/2018


AOP10

Time-Based Separation Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

1% Ongoing

EHAM - Amsterdam Airport Timed based separation will be an element of iCAS, but not in the first release. Activities are planned to start in 2021. 31/12/2023

REG (By:12/2023) Ministerie van Infrastructuur en Waterstaat - Directie Luchtvaart

- - 10%

Ongoing

31/12/2023


Timed based separation will be an element of iCAS, but not in the first release. Activities are planned to start in 2021.

- 0%

Planned

31/12/2023

AOP11

Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021

5% Ongoing

EHAM - Amsterdam Airport Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan. The project end date is changed from 31-12-2018 to 31-12-2019.

31/12/2019

ASP (By:12/2021)


Lots of information is already shared through the airport CDM program. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan. Amsterdam Airport Schiphol is in the lead for the activities of AOP11.

- 0%

Planned

31/12/2019

APO (By:12/2021)


Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard to this and the required information and how to design such a plan.

Implementation of AOP

Schiphol Airport /

Implementation of APOC

Schiphol Airport

7%

Ongoing

31/12/2019


AOP12

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020

43% Ongoing

EHAM - Amsterdam Airport Airport Safety Nets will be implemented at Schiphol with the replacement of the current Tower FDP/RDP system, starting in 2020. Some functionalities will already be implemented with the introduction of Electronic Flight Strips in 2019.

31/12/2020

ASP (By:12/2020)


Airport Safety Nets will be implemented at Schiphol with the replacement of the current Tower FDP/RDP system starting in 2020. Some functionalities will already be implemented with the introduction of Electronic Flight Strips in 2019.

- 43%

Ongoing

31/12/2020

APO (By:12/2020) Amsterdam Airport Schiphol

- - % Not

Applicable -

AOP13

Automated Assistance to Controller for Surface Movement Planning and Routing Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023

2% Ongoing

EHAM - Amsterdam Airport This project will not start before the Tower FDP/RDP System has been replaced. Activities to implement the automated assistance are not expected to start before 2023. 31/12/2023


NLR has started doing research in 2018. - 10%

Ongoing

31/12/2023


This project will start after the Tower FDP/RDP System has been replaced. Activities to implement the automated assistance are expected to start after 2023.

- 0%

Not yet planned

-


ATC02.8

Ground-Based Safety Nets (Outside Applicability Area) Timescales: - not applicable -

% Not Applicable

- Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. APW is not a PCP pre-requisite because there is no FRA; nonetheless an APW function will be implemented in iCAS, the new FDP system.

-

ASP (By:12/2016)


Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. LVNL will not provide services in FRA, therefore APW is not a PCP pre-requisite.

- %

Not Applicable

-

ATC02.9

Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020

0% Not yet planned

- Activities will start around 2021. -

ASP (By:12/2020)


The STCA system that is used at ACC is expected to cause too many nuisance alerts in the Approach area due to the complexity of the Schiphol TMA. In order to overcome this problem within the current AAA system there are two possibilities. The first option is to reduce the traffic complexity, for example by introducing fixed approach routes or an improved planning. The second option is to develop systems in which this nuisance is avoided by an advanced algorithm. Currently LVNL has no possibilities to realize either one of the options in the short term. Based on the current insights and duration, the technical implementation of STCA for Approach is planned together or shortly after the realisition of AAA system replacement. The introduction into operations will depend on the time required for operational validation. LVNL plans to start working on STCA for APP in 2021. Activities will start around 2021, after implementing iCAS

- 0%

Late

31/12/2022


ATC07.1

AMAN Tools and Procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019

100% Completed

EHAM - Amsterdam Airport LVNL has basic arrival management functions in line with the EUROCONTROL specifications in place. An advanced Arrival Manager for Schiphol is under development as an enabler for Schiphol Traffic Manager.

31/12/2009

ASP (By:12/2019)


LVNL has basic arrival management functions in line with the EUROCONTROL specifications in place since 2009. An advanced Arrival Manager for Schiphol, named AMAN 1.0, is implemented in Nov 2018 as an enabler for Schiphol Traffic Manager. AMAN 1.0 implements improved Trajectory Predictor (TP), Delta-T indication and Preview Window. As part of AMAN 1.0 a user friendly arrival manager is deployed which supports controllers to optimize traffic flows to Schiphol airport.

Amsterdam Schiphol

AMAN 1.0 / Amsterdam

Schiphol AMAN 2.0 /

Extended Arrival

Management

100%

Completed

31/12/2009

ATC12.1

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

100% Completed

- The Mil ANSP (AOCS NM) uses the MUAC system in a virtual center mode. Apart from the iFMP and the future Multi/Meta sector concepts both systems specs are identical. The LSSIP report provided by MUAC states on 12.1 reflects the status for the Dutch mil ANSP system. AAA has all the necessary functions on MTCD which are useful for the LVNL operation. All these functions will also be a part of the new iCAS system.

-


AAA has all the necessary functions on MTCD which are useful for the LVNL operation. All these functions will also be a part of the new iCAS system.

- 100%

Completed

-


ATC15.1

Information Exchange with En-route in Support of AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019

50% Late

- The interface with MUAC was implemented in 2011. To complete this implementation objective AMAN 1.0 and AMAN 2.0 projects are needed. These projects are delayed because of a shortage in resources and tasks are more complicated and take more time than planned. The exchange with adjacent centers can be realized after the implementation of iCAS which is planned for the end of 2021.

31/12/2020

ASP (By:12/2019)


To complete this implementation objective AMAN 2.0 projects are needed. These projects are delayed because of a shortage in resources and tasks are more complicated and take more time than planned. The exchange with adjacent centers can be realized after the implementation of iCAS which is planned for the end of 2021. AMAN 1.0 is implemented in 2018 and completed. AMAN 1.0 implements improved Trajectory Predictor (TP), Delta-T indication and Preview Window. As part of AMAN 1.0 a user friendly arrival manager is deployed which supports controllers to optimize traffic flows to Schiphol airport. The deployment is combined with initial steps to improve sequence stability by extending the AMAN horizon (through earlier recieval of ACT messages and extending the correlation area). The AMAN 2.0 project which will work on the implementation of high resolution meteo data to improve trajectory prediction, implementation of speed advisories, implementation of flexible trajectory prediction to support optimized descent profiles, started in 2018. The Schiphol AMAN 2.0 project builds on the new arrival management system implemented through the Schiphol AMAN 1.0 project. The AMAN 2.0 project consists of a number of improvements which were placed out of scope of the AMAN 1.0 project for reasons of transition planning and phased deployment of improvements. The main improvements of AMAN 2.0 are: 1) Improved meteo for trajectory prediction This change involves adopting an improved meteo model and a more refined grid of meteo data in the TP. 2) speed advisories This function provides the executive controller with an advised aircraft speed to meet a target time over the initial approach fix (TMA entry point) 3) Flexible TP This function creates a feedback loop of route and speed options back to the TP. This enables controllers to evaluate the effect of route/speed combinations on the time over a merge point. The flexible TP function enables optimized descent profiles during off-peak hours.

Extended Arrival

Management

50%

Late

31/12/2020


ATC15.2

Arrival Management Extended to En-route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

18% Ongoing

- In 2017 LVNL has developed an AMAN roadmap. Extended AMAN to en-route airspace is part of this roadmap. -

ASP (By:12/2023)


In 2017 LVNL has developed an AMAN roadmap. Extended AMAN to en-route airspace is part of this roadmap. Project for AMAN horizon to 180-200 NM is ongoing and planned to finish in 2019. LVNL is part of an Extended AMAN trial to test the concept with involvement of three upstream centers.

- 18%

Ongoing

31/12/2022

ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018

80% Late

- The majority of the messages have been implemented. COD, RAP, RRV, CDN, ACP, RJC, SBY are available in AAA, but a sample has shown that they are not used in the daily operation. ABI, ACT, AMA, LAM and REL messages are part of daily operation. For the transfer of communications messages it's not yet clear if they will be implemented in iCAS.

31/12/2022

ASP (By:12/2018)


The majority of the messages have been implemented. COD, RAP, RRV, CDN, ACP, RJC, SBY are available in AAA, but a sample has shown that they are not used in the daily operation. LVNL is investigating why these messages are not used. ABI, ACT, AMA, LAM and REL messages are part of daily operation. Not all lines of action have been completed and will not be for several years, because the ATM system AAA will be replaced by iCAS. After implementation of iCAS LVNL can work, if needed, on implementation of TOC messages.

- 80%

Late

31/12/2022


COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018

81% Late

- LVNL has implemented AMHS basic capability. Implementation of capability enhancement is ongoing. MIL migration to AMHS was realised with the introduction of a new ATC system in 2013. However by co locating at LVNL at Schiphol and changing to the usage of the LVNL system the MIL migration is subject to LVNL systems.

31/12/2024

ASP (By:12/2018)


AMHS capability has been implemented with the Amadeus system. The migration to AMHS connections with adjacent centers is progressing as planned. Currently LVNL has no activities concerning the implementation of extended ATSMHS. Because this is no PCP requirement, LVNL will also not work on this part of the objective for the years to come. Other implementation objectives related to PCP have our first priority.

- 80%

Late

31/12/2024


Due to the co-location, AMHS capability has been implemented with the Amadeus system. The migration to AMHS connections with adjacent centers is progressing as planned.

- 82%

Late

31/12/2024

COM11

Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

3% Late

- As part of the civil-military co-operation, this objective will be a joint development of RNLAF and LVNL. New VCS (LVNL and Mil ANSP) will be installed in 2019. AS the present VoIP encounters technical issues (timing) the implementation will be postponed

31/12/2023

ASP (By:12/2020) Air Operations Control Station Nieuw Milligen

MIL ANSP is planning to implement a new VCS system . VoIP is no proven technology (e.g. too much time delay) and is not fit for implementation yet. Similar to LVNL, MIL ANSP will probably start using VoIP in 2023

- 0%

Late

31/12/2020


LVNL and MIL ANSP have started with the project Common Civ Mil VCS. This will make the use of VoIP possible. LVNL will probably start using VoIP in 2023.

- 7%

Late

31/12/2023


COM12

New Pan-European Network Service (NewPENS) Timescales: Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020

40% Ongoing

- - 01/10/2019

ASP (By:12/2024)


LVNL is involved in a European NewPENS project which is led by Eurocontrol. The supplier of the NewPENS gateway has been procured, the contract will be signed in April 2018. Currently LVNL is investigating the possibilities how to migrate to NewPENS. Probably, this has to be done in 2 phases. The migration to NewPENS is planned for November 2019.

- 40%

Ongoing

01/10/2019


- - % Not

Applicable -

Regional Airports - - %

Not Applicable

-


ENV01

Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023

60% Ongoing

EHAM - Amsterdam Airport Route and runway use is part of Dutch legislation. LVNL has implemented CDO for low density hours at Schiphol Airport. Whenever LVNL introduces new procedures, a training program is part of the introduction program. Several steps to further implementation of CDO will follow in the context of future environmental beneficial measures. There is still the issue concerning capacity when RNP1 approaches are combined with CDOs. Therefore, RNP1 approaches combined with CDOs are possibly only used during low density hours.

31/12/2023

ASP (By:12/2023)


Route and runway use is part of Dutch legislation. Adaptations are under consideration including different types of CDAs. LVNL has implemented CDO for low density hours. LVNL is in charge of the APO SLoAs. Due to intense communication with the community around Schiphol via CROS and the Alders Table, the use of CDO will be substantially expanded in time and in flight profiles. LVNL has planned actions for implementing CDO procedures enabled by PBN. There is still the issue concerning capacity when RNP1 approaches are combined with CDOs. Therefore, RNP1 approaches combined with CDOs are possibly only used during low density hours.

- 50%

Ongoing

31/12/2023


Same as for LVNL. - 100% Completed

31/12/2013

FCM03

Collaborative Flight Planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017

100% Completed

- The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. The level of GAT traffic controlled by Mil ANSP does not justify the implementation of the requested data exchange with the CFMU.

30/06/2011


The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. ASP11, usage of IFPLID (ASP11) is deemed not applicable because it cannot be justified by a business case.

- 100%

Completed

30/06/2011


FCM04.1

Short Term ATFCM Measures (STAM) - Phase 1 (Outside Applicability Area) Timescales: - not applicable -

% Not Applicable

- This item is not applicable for The Netherlands. -


This item is not applicable for The Netherlands. - %

Not Applicable

-

FCM04.2

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021

0% Not yet planned

- In 2017 LVNL started activities on the further development of capacity management. These will continue in the years to come and will also focus on STAM procedures. In 2018 LVNL will work on the what-if function of our Workload Model. This will provide an upgrade in the local systems for STAM procedures. Project for STAM procedures are not defined yet.

-

ASP (By:12/2021)


In 2017 LVNL started activities on the further development of capacity management. These will continue in the years to come and will also focus on STAM procedures. LVNL will work on the what-if function of our Workload Model. This will provide an upgrade in the local systems for STAM procedures. Project for STAM procedures are not defined yet.

- 0%

Not yet planned

-


FCM05

Interactive Rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021

78% Ongoing

- Amsterdam Airport Schiphol provides all required data to the NM. RNLAF has planned the use of AIXM 5.1 B2B and data exchange with NM with the next version of LARA. LVNL has planned the use of LARA as well. LVNL has completed this objective according to the current NOP facilities.

31/12/2021

ASP (By:12/2021)


This IO is completed according to the current NOP facilities. If new requirements in the future will arise, new training has to be performed.

- 100%

Completed

-


All required data is provided to the Network Manager for DDR. - 55%

Ongoing

31/12/2021

FCM06

Traffic Complexity Assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

77% Ongoing

- LVNL has implemented a WorkLoad Model (WLM) that is based on ETFMS data. The WLM is in use to predict and monitor ACC sector workload based i.a. on traffic and weather circumstances. The WLM will be enhanced for the Schiphol TMA / APP and further developments for the ACC WLM are also expected in the coming years. Based on the WLM output appropriate ATFCM measures are applied when necessary. The implemented ATFCM procedures are tailored to maintain the Schiphol hub operation.

31/12/2020

ASP (By:12/2021)


LVNL has implemented a WorkLoad Model (WLM) that is based on ETFMS data. The WLM is in use to predict and monitor ACC sector workload based i.a. on traffic and weather circumstances. A project is ongoing to improve WLM for ACC sectors.

- 77%

Ongoing

31/12/2020

FCM08

Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021

0% Late

- EFPL is planned to be implemented by LVNL in the second release of new FDP system iCAS. 31/12/2022


EFPL is planned to be implemented after release of new FDP system iCAS. - 0%

Late

31/12/2022


INF07

Electronic Terrain and Obstacle Data (eTOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018

39% Late

- AIM Road Map is the current policy document. All relevant stakeholders are involved and an implementation planning is being established. Specific implementation details are being worked out by LVNL, AAS and Kadaster.

31/12/2019


AIM Road Map is the current policy document. All relevant stakeholders are involved and an implementation planning is being established. Specific implementation details are being worked out by LVNL, AAS and Kadaster.

- 63%

Late

31/12/2019

ASP (By:05/2018)


The AIM Roadmap will be used to create an LVNL plan. Service Level Agreement (SLA) with LVNL and Kadaster regarding Electronic Terrain and Obstacle Database will be defined in 2019. After SLA is defined, systems will be made compatible.

- 25%

Late

31/12/2019


Roadmap will be made in line with regulator requirements. - 5%

Late

31/12/2019

INF08.1

Information Exchanges using the SWIM Yellow TI Profile Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024

0% Not yet planned

- Implementation not yet planned. -


- - 0%

Not yet planned

-

MIL (By:12/2024) Militaire Luchtvaart Autoriteit

- - 0% Not yet planned

- APO (By:12/2024)

Regional Airports - - 0%

Not yet planned

- Amsterdam Airport Schiphol

- - 0% Not yet planned

-


ITY-ACID

Aircraft Identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020

82% Late

- Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The implementation in the TMA's of Groningen-Eelde (EHGG) and Maastricht-Aachen (EHBK) is ongoing and will be effectuated when iCAS is in place (planned 2021). The military ANSP has completed the required procedures and system introduction as of 09 October 2013.

31/12/2021

ASP (By:01/2020) Air Operations Control Station Nieuw Milligen

The military ANSP has completed the required procedures and system introduction as of 09 October 2013. The declaration of the applicable airspaces as required by the IR1206 and 1207/2011 is ongoing

- 100%

Completed

11/10/2013


Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The implementation in the TMA's of Groningen-Eelde (EHGG) and Maastricht-Aachen (EHBK) is ongoing and will be effectuated when iCAS is in place (planned 2021).

- 63%

Late

31/12/2021


- - 100% Completed

11/10/2013

ITY-ADQ

Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017

100% Completed

- A Task Force (AIS/AIM) has been established with all relevant parties involved. One of the goals of the TF is to ensure data quality, conforming to Annex IV, and subsequently to ESSIP targets. Implementation planning was made in 2012. Most of the formal arrangements was signed in 2013; the remaining have been signed in 2016. LVNL finished implementing a new database in Q2 2017.

30/06/2017

REG (By:06/2017)

Inspectie Leefomgeving en Transport

The relevant civil stakeholders are ISO certified. Procedures for safety related changes are part of the QMS of the ILT(CAA-NL). The ANSP launched a project to implement ADQ infrastructure requirements. Finalization thereof is now foreseen Q1 2017. Proposed change have been notified to the NSA. Safety assessment reports are part of proposed changes as appropriate. Verification of EU regulation 73/2010 within the ANSP is executed and formal arrangements with MIL (RNLAF), Amsterdam Airport Schiphol and MUAC have been signed.

- 100%

Completed

30/06/2017

- Completed



A Task Force (AIS/AIM) has been established with all relevant parties involved. Verification of objectives has been performed end 2014. reporting on progress in 2015. presently the implementation of eTOD is the main focus.

100% 30/06/2015

ASP (By:06/2017)


A Task Force (AIS/AIM) has been established with all relevant parties involved. Formal arrangements have been established. Realisation of an SMS and integral QMS based on ISO 9001/+ in 2015. Certification audit for the effected military ANSP has taken place in 2015. Military will not fully comply with the ADQ requirements but the exchange of data with regard to civil aviation meets the ADQ standard. At this point in time there is no operational or financial justification for the RNLAF to fully comply to the EC requirements. Mil ANSP is not NSA certified, but certified by MAA on MAR basis. NL is also implementing an eTOD database which is expected to be operational in 2020.

- 100%

Completed

31/07/2015


For static data a new database with supporting modules is implemented in 6 steps. The first step has been completed mid-2014. The final step, the interfaces with external systems, was completed in Q2 2017. For dynamic data EAD rel.9 is used, which implements most of the quality requirements. The level of compliance is published in the AIP. Training has been completed in 2017. LVNL has finished the project ADQ in 2017.

FABEC AIM Task Force / Implementa

tion of Aeronautical Data Quality

(ADQ) at LVNL

100%

Completed

30/06/2017

APO (By:06/2017)


A Task Force (-from AIS to AIM-) has been established with all relevant parties involved. An SLA concerning data quality between Schiphol and LVNL has been laid down.

- 100%

Completed

30/06/2017


ITY-AGDL

Initial ATC Air-Ground Data Link Services Timescales: Entry into force: 06/02/2009 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020

% Not Applicable

- The Netherlands will provide initial ATC air-ground data link services above FL285 through Maastricht UAC. Details and progress of implementation of this objective are presented in the Maastricht UAC LSSIP. This objective is not applicable in the context of the NL LSSIP as only airspace below FL195 is being covered.

-

REG (By:02/2018)


Data Link Services are provided by MUAC from 2002 onwards. However in light of the requirements for safety oversight of changes to the ATM system, when a change on the implementation of the Data Link Services is envisaged by the ANSP, it will be adequately addressed by the safety oversight process of ILT (CAA-NL) in collaboration with the other 3 MUAC States. Safety argumentation of the changes imposed by the implementation of the Data Link Services will be reviewed as appropriate. Only PM-CPDLC equipped aircraft will be able to log-on for ATN via VHF data link Mode 2 (VDL M2)-. Address management procedures follow the ICAO document EUR Doc 28, titled -EUR NSAP Address Registry-. Information in regard to Data Link Services have been published in the NL AIP (Gen 3.4).

- 100%

Completed

28/02/2013


N/A, as only airspace below FL195 is being covered in the NL LSSIP. See also the LSSIP of Maastricht UAC. - %

Not Applicable

-


N/A, as MIL ANSP does not provide GAT services above FL245. - %

Not Applicable

-


ITY-AGVCS2

8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

100% Completed

- MIL equipment is 8.33 kHz capable. LVNL has taken a new voice communication system that is 8.33 kHz capable into operation Q2 2015. The interim target for conversion to 8.33 kHz frequencies has been achieved. All ANSP frequencies were converted before 2016. MIL aircraft will be retrofitted or withdrawn.

31/12/2018

REG (By:12/2018)


Exemptions from mandatory carriage of 8.33 equipment are described in NL AIP ENR 1.8. AIC-A 06/2013 (Dec 2013) is issued containing obligations of operators following EC 1079/2012. Oversight activities on 8.33 kHz channel spacing capability is executed during 2014 and will be continued as appropriate.

- 100%

Completed

31/12/2016


Exemptions from mandatory carriage of 8.33 equipment are described in NL AIP. In 2013 an AIC-A is issued containing obligations for operators following EC 1079/2012. Enforcement on 8.33 kHz channel spacing capability is executed. The Commission is informed concerning the 25% target and converted or not converted OPC frequencies. All frequency assignments in the Table COM 2 of ICAO Doc 7754 have been converted to 8.33 kHz.

- 100%

Completed

31/12/2016

ASP (By:12/2018) Militaire Luchtvaart Autoriteit

Full implementation of the 8.33 transition has been executed according planning. - 100%

Completed

31/12/2016


Full implementation of the 8.33 transition has been executed according planning. - 100%

Completed

30/06/2015

MIL (By:12/2020)


The NL Defense organization is fully compliant and has completed the implementation of 8.33Khz. Ground and aerial systems are operational. Some aircraft type are not compliant and are exempted of the rule.

- 100%

Completed

31/12/2018


- - 100% Completed

31/12/2017


Conversion to 8,33 kHz is completed. - 100% Completed

31/12/2015


ITY-FMTP

Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014

100% Completed

- The FMTP has been integrated in the civil ATM system since May 2009. All connections have been put into service. FMTP implementation over IPv6 has started in 2014. From a regulatory perspective, the relevant (EC) SES regulations, complemented by the Community specification for FMTP, apply directly and mandatorily in the Netherlands.

31/12/2014


- - 100%

Completed

31/12/2014


The FMTP has been integrated in the civil ATM system since May 2009. All connections have been put into service according to an international plan. FMTP implementation over IPv6 has started in 2014.

- 100%

Completed

31/12/2014


FMTP was implemented with the introduction of the new ATC system SAS. After the co location in Dec 2017 the service is depending on the LVNL systems.

- 100% Completed

31/10/2013


ITY-SPI

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

100% Completed

- The interoperability of all LVNL surveillance data is ensured; all personnel is trained. MIL surveillance chain is compliant. MIL fixed wing transport aircraft are equipped. 31/12/2014

REG (By:02/2015)


In light of the requirements for safety oversight of changes to the ATM system, when a change on the implementation of the systems contributing to the provision of surveillance data is envisaged by the ANSP, it will be adequately addressed by the safety oversight process of ILT (CAA-NL). Safety argumentation of the changes imposed by the implementation of the systems contributing to the provision of surveillance data will be reviewed as appropriate. In case the severity class of identified risks is 1 or 2, or if the implementation of the changes requires the introduction of new aviation standards.

- 100%

Completed

31/12/2013


The interoperability of all surveillance data is ensured. All personnel is trained. - 100%

Completed

31/12/2012

MIL (By:06/2020)


Military surveillance chain is compliant. Mil surveillance data is also used by civil ANSP via RADNET. Transport type fixed wing a/c are compliant, equipage of other state aircraft is considered.

- 100%

Completed

31/12/2014


NAV03.1

RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023

100% Completed

- LVNL follows the EUROCONTROL program and P-RNAV routes have been implemented. The required physical infrastructure has been implemented end 2005. MIL has implemented RNAV usage.

31/01/2010

ASP (By:12/2023) Militaire Luchtvaart Autoriteit

- - 100% Completed

31/01/2010


LVNL follows the EUROCONTROL P-RNAV program and TMA P-RNAV routes have been implemented. The required physical infrastructure has been implemented since 2005 as result of a Demeter-based study. LVNL's ATS systems have been adapted to make available RNAV equipage information on the on-request line. RNAV Procedures are being regularly published in AIP NL. Training of ATCOs is planned and provided on a regular basis as part of the process of introducing changes to the ATM system. MIL have been implementing RNAV usage since 1999 and is following NATO in regard to Navigation Policy; the transport fleet is following civil standards in relation to PRNAV.

First phase of RNAV1 and RNP-

APCH approaches Amsterdam

Schiphol

100%

Completed

31/12/2008

NAV03.2

RNP 1 in TMA Operations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2023

18% Ongoing

- LVNL has set the first step by designing and implementing a route from ARTIP to 36R in accordance to RNP1. Activities for the remaining runways are not yet planned and not mandatory anymore since the regulation on PBN is in place.

31/12/2023

ASP (By:12/2023)


LVNL has set the first step by designing and implementing a route from ARTIP to 36R in accordance to RNP1. LVNL is looking for a solution to work according to RNP1 without losing capacity for landings on SPL. Activities for the remaining runways are not yet planned and not mandatory anymore since the regulation on PBN is in place.

- 18%

Ongoing

31/12/2023


NAV10

RNP Approach Procedures with Vertical Guidance Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023

78% Ongoing

- In 2010 the national PBN Roadmap has been approved. The implementation of APV is part of the PBN Roadmap. An implementation project for APV/Baro has started in 2010. APV procedures for EHGG have been published mid-2014. For four runways at Schiphol APV procedures will be implemented before Q4 2019. All runway ends will be implemented by 2023.

31/12/2023


EASA was reviewed in 2011 and policy decision was made to mandate RNAV-1 24/7 for all IFR flights to and from EHAM. Regulatory material is published in Q3 2012. Relevant changes have been made to the AIP. From 15th November 2012 RNAV-1 is compulsory for EHAM IFR air traffic.

- 100%

Completed

30/04/2012

ASP (By:12/2023)


APV/Baro and SBAS procedures have been published for EHGG. There is gradual progress in the number of published APV procedures. APV Procedures for the last runways will be implemented in 2022. LVNL has planned to be compliant before end of 2023.

- 70%

Ongoing

31/12/2023


SAF11

Improve Runway Safety by Preventing Runway Excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

100% Completed

- Implementation of EAPPRE is completed at Schiphol. A gap analysis performed by the runway safety team in 2016 suggested further improvements. Regarding the military airbases with extensive civil use: MIL has implemented EAPPRE at Eindhoven (EHEH) and De Kooy (EHKD).

31/07/2018


Documentation has been disseminated. The Schiphol Runway Safety Team (RST) performed a gap analysis. RST stakeholders are Airport Operators, ANSP's and Aircraft Operators. ILT (CAA-NL) monitors the progress of the action plan during its oversight activities as appropriate.

- 100%

Completed

31/01/2015

ASP (By:12/2014)


The Schiphol Runway Safety Team discussed the EAPPRE in 2015; LVNL is member of the RST. LVNL has regularly contact with airport operators about development and availability of all relevant airport facilities. GAP analysis is executed for the ANSP recommendations. All recommendations in EAPPRE 3.3 are implemented or part of training and recurrency trainings.

- 100%

Completed

27/10/2015


EAPRE is not fully implemented on the Dutch military airbases. Parts of the regulation are implemented in the MAA requirements. The remaining issues are not yet foreseen or not necessary to be implemented.

- 100%

Completed

31/07/2018

APO (By:12/2014) Militaire Luchtvaart Autoriteit

Regarding the military airbases with extensive civil use: MIL has implemented necessary parts of EAPPRE at Eindhoven (EHEH) and De Kooy (EHKD).

- 100% Completed

31/07/2018


The Schiphol Runway Safety Team performed a gap analysis early-2015. All recommendations in EAPPRE 3.3 are implemented or part of training and recurrency trainings.

- 100%

Completed

27/10/2015


Additional Objectives for ICAO ASBU Monitoring

AOM21.1

Direct Routing (Outside Applicability Area) Timescales: - not applicable -

% Not Applicable

- LVNL provides ANS below FL250; this objective is applicable for FL310 and above. -


LVNL provides ANS below FL250; this objective is applicable for FL310 and above. - %

Not Applicable

-

ATC02.2

Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013

100% Completed

- STCA is in use in the en-route environment, in accordance with the EUROCONTROL specifications for STCA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA.

31/12/2008

ASP (By:01/2013)


STCA is in use in the en-route environment, in accordance with the EUROCONTROL specifications for STCA. This implementation is expected to cause too many nuisance alerts in the Schiphol TMA due its complexity. Introduction of STCA in the Schiphol TMA is planned in the replacement of the AAA system. The introduction into operations will depend on the time required for operational validation. Progress on STCA in the Schiphol TMA is reviewed quarterly; in 2014 a new study has started to investigate the feasibility of an STCA implementation in AAA. ATCO training has been completed for the en-route STCA and will be part of the realization of STCA in the Schiphol TMA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA.

- 100%

Completed

31/12/2008


STCA is in use in the en-route environment, in accordance with the EUROCONTROL specifications for STCA.

- 100%

Completed

31/12/2008


ATC16

Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015

100% Completed

- ASP has implemented training of personnel and performance monitoring. REG and MIL have implemented the objectives, MIL fixed wing transport type aircraft have been equipped and MIL aircrews and controllers have been trained.

31/12/2015


ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by ILT (CAA-NL).

- 100%

Completed

31/01/2015


ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by MAA for the military.

- 100%

Completed

31/12/2015


Controllers are trained for TCAS procedures. Performance monitoring is in place. - 100%

Completed

31/12/2011


Controllers are trained for TCAS procedures - 100% Completed

01/03/2012


ACAS II (TCAS V7.1) is part of operational approval. ACAS II (TCAS V7.1) can also be part of operational and airworthiness oversight activities by the MAA

- 100% Completed

31/12/2015

FCM01

Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006

100% Completed

- The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. Amsterdam ACC has implemented advanced capabilities to receive and process ATFM data; flight activation data are sent back to the CFMU. The modifications required in order to implement the later phases of the program (distribution of additional data to CFMU) are being implemented in accordance to plans. The required actions have also been completed by the military.

31/01/2009


- - 100%

Completed

31/01/2009


Same as in the overall comment. - 100% Completed

31/12/2006


ITY-COTR

Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012

100% Completed

- All but two ground-ground automated co-ordination processes have been implemented according to the applicable Commission Regulations. The civil-military change to basic flight data processes between ACC Amsterdam and the controlling military units are implemented. IVW (CAA-NL) reviewed the safety arguments provided by the involved ANSPs.

31/12/2012

ASP (By:12/2012)


All but two ground-ground automated co-ordination processes have been implemented according to the applicable Commission Regulations. Implementation of the Logon Forward and Next Authority Notified processes is not applicable as LVNL has no air-ground data-links.

- 100%

Completed

31/12/2012


The civil-military basic flight data processes between ACC Amsterdam and the controlling military units are implemented.

- 100% Completed

31/12/2012


Local Objectives

Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.

AOP14 Remote Tower Services Applicability and timescale: Local 20% Ongoing

EHAM - Amsterdam Airport Remote tower project as primary means of ATC for Groningen and Maastricht Airports are ongoing. Remote tower services for Groningen and Maastricht will be delivered from Schiphol Oost. Remote Tower Services for Schiphol are not applicable for now. The purpose of our remote tower is for service provision.

31/12/2021

ATC18 Multi-Sector Planning En-route - 1P2T Applicability and timescale: Local

0% Not Applicable

- LVNL does not operate in en-route airspace (lower center). Therefore this objective is not applicable. -

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local 100% Completed

EHAM - Amsterdam Airport LVNL and Amsterdam Airport Schiphol participate in several Collaborative Environmental Management platforms, e.g. CROS (the Schiphol Regional Consultation Committee). CROS comprises responsible representatives of the aviation sector, local government and representatives of community groups. The Committee takes into discussion various aspects related to the operations at Schiphol Airport so as to accommodate the interests of all stakeholders concerned. Performance information is reported to the regulator. Airport Operational staff is made aware about the environmental implications of aircraft operations in trainings. The dedicated de-icing spots have facilities to separate the de-icing fluids from the regular sewage system.

31/12/2012

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% Completed

EHAM - Amsterdam Airport Completely achieved. Amsterdam Schiphol airport has 100% PBN SIDs and RNAV1 mandate for all arriving and departing aircraft. The airspace structure facilitates CCO operations. CCO techniques are applied by ATC whenever possible.

30/03/2017


EHBK - MAASTRICHT/MAASTRICHT AACHEN Partly achieved. Maastricht Aachen airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace limitations. No further actions to enhance CCO operations are planned.

30/03/2017


EHGG - GRONINGEN/EELDE Partly achieved. Groningen Eelde airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace limitations. No further actions to enhance CCO operations are planned.

30/03/2017



EHRD - ROTTERDAM/ROTTERDAM Partly achieved. Rotterdam The Hague airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace limitations. No further actions to enhance CCO operations are planned.

30/03/2017

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft Applicability and timescale: Local

% Not Applicable

- No national or international regulation and no need identified in the Netherlands. Therefore not applicable. -


ANNEXES

Specialists involved in the ATM implementation reporting for Netherlands

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP Focal Point for Netherlands Policy Advisor Arjan Vermeij

LSSIP Focal Point for ILT (CAA-NL) Senior Inspector Marcel Hartman

LSSIP Focal Point for ANSP Account/-issue manager Sacha Smit-van de Velde

LSSIP Focal Point for Airport AAS Developer Airport Operations Astrid Dijkstra

LSSIP Focal Point for Military/MoD Senior Policy Advisor Waldo Jacobsen

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Jorge Pinto


National stakeholders’ organisation charts

The Ministry of Infrastructure and Water Management is the State authority for civil aviation in Netherlands (See http://www.rijksoverheid.nl/ministeries/ienw). The organigram can be found on the next page.

http://www.rijksoverheid.nl/ministeries/ienw


Ministry of Infrastructure and Water Management (MoT, “Ministerie van Infrastructuur en Waterstaat”)


Organisation of the Ministry of Defence in relation to ATM/ANS

Organisation of Air Traffic Control the Netherlands (LVNL, “Luchtverkeersleiding Nederland”)

MoD Organizational chart in relation to ATM

Policy Supervision

Military Aviation Authority

Mil ANSP

Support Operations Branch

Commander RNLAF

Commander Dutch Armed Forces

Support Branches

Defence Material Organization

Corporate Director Defence Material Organization

Secretary General

Minister of Defence


Organisation of Schiphol Group / Amsterdam Airport Schiphol Royal Schiphol Group is an airport company with an important socio-economic function. Amsterdam Airport Schiphol is the main gateway connecting the Netherlands to the rest of the world. Though the operation of this hub airport is one of our principal activities, our other airports in the Netherlands play an important role in extending our reach and impact.

Structure of the organisation:

Royal Schiphol Group’s Management Board consists of four members. They are jointly responsible for the management and general affairs of Schiphol Group. Notwithstanding the foregoing, each Management Board member accepted responsibility for a particular area. Royal Schiphol Group’s main activities are concentrated within four business areas: Aviation, Consumer Products & Services, Real Estate and Alliances & Participations. The organization furthermore is supported by support units and staff departments.


Shareholders Schiphol Group:

Royal Schiphol Group shares are held by the State of the Netherlands, the Municipality of Amsterdam, the Municipality of Rotterdam and Groupe ADP.

The authorised share capital of Royal Schiphol Group N.V. amounts to EUR 143 million and is divided into 300.000 Class A shares and 14.892 Class B shares. 171.255 of class A shares and 14.892 of class B shares have been issued (see Annual Report Notes to the consolidated statements of the financial position).

These shares are held by the following shareholders:

State of the Netherlands 129.880 Class A shares (69.77%)

City of Amsterdam 37.276 Class A shares (20.03%)

City of Rotterdam 4.099 Class A shares (2.20%)

Aéroports de Paris S.A. 14.892 Class B shares (8.00%)

Total: 186.147 Class A and B shares (100.00%)

Amsterdam Airport Schiphol in 2018

In 2018, Amsterdam Airport Schiphol provided direct connections to 327 European and intercontinental airports. With passenger numbers totalling 71.1 million, Amsterdam Airport Schiphol ranks as Europe’s third-largest passenger airport in 2018. Schiphol was also Europe’s third-largest airport for cargo volumes, procession 1.72 million tonnes. Air transport movements in 2018 totalled 499,444. The airport is an important location for businesses; approximately 500 companies are located on airport, offering direct employment to some 67,000 persons.

Airport Area:

The Amsterdam Airport Schiphol area comprises 2,787 hectares. See below a picture of the airport layout - source: www.ais-netherlands.nl.

http://www.ais-netherlands.nl/



Runway information:

Runway Location Length Width

Polder Runway 18R-36L 3,800 metres 60 metres

Zwanenburg Runway 18C-36C 3,300 metres 45 metres

Kaag Runway 06-24 3,500 metres 45 metres

Aalsmeer Runway 18L-36R 3,400 metres 45 metres

Buitenveldert Runway 09-27 3,450 metres 45 metres

Schiphol-East Runway 04-22 2,014 metres 45 metres

Future developments (tentative):

Schiphol Group is undertaking a series of investments and other initiatives aimed at meeting our future capacity needs, both in the immediate future as well as the long term. At Schiphol, a new pier and terminal are constructed. Departure hall 1 is being redeveloped, and extra apron capacity is created. Lelystad Airport is being developed to open for commercial air traffic in 2020.

For more information:

www.schiphol.nl

www.annualreportschiphol.com

Amsterdam Airport Schiphol and SESAR:

Schiphol Airport is working on the deployment of several PCPs, which were developed in SESAR. The projects (APOC, AOP and A-SMCGS) will improve efficiency and create a better situational awareness for all stakeholders at the airport.

In SESAR2020 airports, ANSPs, military, airlines and aviation industry work together on the Air Traffic Management masterplan, funded by the European Union.

Amsterdam Airport Schiphol is, together with other large European airports, part of the SEAC Consortium. SEAC plays a major role in SESAR2020 and the further development of Air Traffic Management.

http://www.annualreportschiphol.com/


Implementation Objectives’ links with SESAR, ICAO and DP

Objective SESAR

Key Feature ICAO ASBU B0 and B1

DP Family

AOM13.1

- -

AOM19.1 B1-FRTO B1-NOPS

3.1.1 ASM Tool to support AFUA


3.1.2 ASM management of real time airspace data


3.1.3 Full rolling ASM/ATFCM process and ASM information sharing


3.1.4 Management of dynamic airspace configurations

AOM21.1

B0-FRTO -

AOM21.2 B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing 3.2.4 Implement Free Route Airspace

AOP04.1

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP04.2

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP05

B0-ACDM B0-RSEQ

2.1.1 Initial DMAN 2.1.3 Basic A-CDM

AOP10

B1-RSEQ 2.3.1 Time Based Separation (TBS)

AOP11

B1-ACDM 2.1.4 Initial Airport Operations Plan (AOP)

AOP12 - 2.1.2 Electronic Flight Strips (EFS) 2.5.1 Airport Safety Nets associated with A-SMGCS level 2 2.5.2

AOP13

B1-ACDM B1-RSEQ

2.4.1 A-SMGCS Routing and Planning Functions

AOP14

B1-RATS -

ATC02.2 B0-SNET -

ATC02.8 B0-SNET B1-SNET

3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC02.9 B0-SNET B1-SNET

-

ATC07.1

B0-RSEQ 1.1.1 Basic AMAN

ATC12.1

B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC15.1

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC15.2

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC16 B0-ACAS -


ATC17

- 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC18

- No direct link, although implementation is recommended in Family 3.2.1

COM10

- -

COM11 - 3.1.4 Management of Dynamic Airspace Configurations 3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA)

COM12

B1-SWIM

5.1.2 NewPENS: New Pan-European Network Service 5.2.1 Stakeholders Internet Protocol Compliance

ENV01 B0-CDO B1-CDO

-

ENV02

- -

ENV03

B0-CCO -

FCM01 B0-NOPS -

FCM03

B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1

- 4.1.1 STAM phase 1

FCM04.2

B0-NOPS 4.1.2 STAM phase 2

FCM05 B1-ACDM B1-NOPS

4.2.2 Interactive Rolling NOP 4.2.4 AOP/NOP Information Sharing

FCM06

B1-NOPS 4.4.2 Traffic Complexity tools

FCM07 B1-NOPS 4.3.1 - Target Time for ATFCM purposes 4.3.2 - Reconciled target times for ATFCM and arrival sequencing

FCM08

B1-FICE 4.2.3 Interface ATM systems to NM systems

FCM09

B1-NOPS -

INF04 B0-DATM -

INF07

- 1.2.2 Geographical database for procedure design

INF08.1 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1, 5.6.1

INF08.2 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2

ITY-ACID

- -

ITY-ADQ

B0-DATM 1.2.2 Geographical database for procedure design

ITY-AGDL

B0-TBO

6.1.1 ATN B1 based services in ATSP domain 6.1.3 A/G and G/G Multi Frequency DL Network in defined European Service Areas 6.1.4 ATN B1 capability in Multi Frequency environment in Aircraft Domain

ITY-AGVCS2

- -

ITY-COTR B0-FICE -

ITY-FMTP B0-FICE B1-FICE

-


ITY-SPI

B0-ASUR -

NAV03.1 B0-CDO B0-CCO

B1-RSEQ -

NAV03.2 B1-RSEQ 1.2.3 RNP 1 Operations in high density TMAs (ground capabilities) 1.2.4 RNP 1 Operations (aircraft capabilities)

NAV10 B0-APTA 1.2.1 RNP APCH with vertical guidance 1.2.2 Geographic Database for procedure design

NAV12

B1-APTA -

SAF11

- -

Legend:

Objective’s link to SESAR Key Feature:


High Performing Airport Operations




Glossary of abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP Netherlands.

Other general abbreviations are in the Acronyms and Abbreviations document in:


Term Description

AAA Amsterdam Advanced ATC

AAS Amsterdam Airport Schiphol

AF ATM Functionality

AMC Airspace Management Cell (only to the purpose of this document)

ANS Air Navigation Services

ANSP Air Navigation Services Provider

AOCS NM Air Operations Control Station Nieuw Milligen

EASA European Aviation Safety Agency

ECAC European Civil Aviation Conference

DGLM Directorate-General for Civil Aviation and Maritime Affairs (“Directoraat-Generaal Luchtvaart en Maritieme Zaken”)

DMO Defense Material Organization

FAB Functional Airspace Block

FABEC Functional Airspace Block Europe Central

FT Fast Track

ICAO International Civil Aviation Organization

ILT (CAA-NL) Human Environment and Transport Inspectorate (“Inspectie Leefomgeving en Transport”)

ITU International Telecommunication Union

KNMI Royal Netherlands Meteorological Institute (“Koninklijk Nederlands Meteorologisch Instituut”)

LVC Netherlands Air Traffic Committee (“Luchtverkeerscommissie”)

LVNL ATC the Netherlands (“Luchtverkeersleiding Nederland”)

MCG Maastricht Co-ordination Group

MilATCC Military ATCC

MAA Military Aviation Authority (“Militaire Luchtvaart Autoriteit”)

MoD Ministry of Defence

MoT Ministry of Infrastructure and Water Management

MUAC EUROCONTROL Maastricht UAC

NATO North Atlantic Treaty Organisation

NSA National Supervisory Authority

OVV Dutch Safety Board (“Onderzoeksraad voor Veiligheid”)

PCP Pilot Common Project




DP Deployment Programme

RNLAF Royal Netherlands Air Force

S-AF Sub ATM Functionality

SES Single European Sky