LSSIP 2020 - THE NETHERLANDS LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
Document Title LSSIP Year 2020 for The Netherlands
Info Centre Reference 20/12/22/78 Date of Edition 27/05/2021 LSSIP Focal Point Kitty Busscher LSSIP Contact Person Marina López Rodríguez - [email protected] - EUROCONTROL / NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring
Reference Documents
LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://en.lvnl.nl/information-for-airmen/publications-for-airmen FAB Performance Plan https://www.fabec.eu/performance/performance-plan
LSSIP Year 2020 Netherlands Released Issue
APPROVAL SHEET
The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020.
Stakeholder / Name Position Signature and date Organisation
Ministry of Mr. J. Stremler Acting Director Infrastructure and General of Civil Water Management Aviation (MoT)
Human Environment Ms K. Visser Director Civil Aviation and Transport Autority Inspectorate (CAA-NL)
Ministry of Defence Cdre. J.P. Apon Director Military (MoD) Aviation Autority
ATS Provider (LVNL) Mr. M. van Dorst Chairman of the Executive Board
Royal Netherlands Cdre D.J. Traas Director of Operations Airforce (RNLAF)
Amsterdam Airport Mrs. B. Otto Chief Operations Schiphol (AAS) Officer
LSSIP Year 2020 Netherlands Released Issue
TABLE OF CONTENTS
Executive Summary ...... 1 Introduction ...... 13 1. National ATM Environment ...... 14 Geographical Scope ...... 14 National Stakeholders ...... 18 2. Traffic and Capacity ...... 32 Evolution of traffic in Netherlands ...... 32 AMSTERDAM ACC ...... 33 3. Implementation Projects ...... 35 National projects ...... 35 FAB projects ...... 39 Multinational projects ...... 44 4. Cooperation activities ...... 45 FAB Co-ordination ...... 45 Multinational cooperation initiatives...... 45 5. Implementation Objectives Progress ...... 46 State View: Overall Objective Implementation Progress ...... 46 Objective Progress per SESAR Essential Operational Changes...... 47 ICAO ASBU Implementation Progress ...... 53 Detailed Objectives Implementation progress ...... 58 6. Annexes ...... 92 A. Specialists involved in the ATM implementation reporting for Netherlands .. 92 B. National stakeholders organisation charts ...... 93 C. Implementation Objectives’ links with other plans ...... 100 D. SESAR Solutions implemented in a voluntary way...... 105 E. Surveillance (SUR)...... 124 F. Glossary of abbreviations ...... 127
LSSIP Year 2020 Netherlands Released Issue
Executive Summary
National ATM Context
Member State of:
Main developments national ATM context:
In November 2020 the Civil Aviation Policy Memorandum 2020-2050 was published1. This policy document focuses on four public interests: 1) safety, in the air and on the ground; 2) good international connections; 3) an attractive and healthy environment; and 4) an aviation sector that contributes to ambitious climate goals. With the new Policy Memorandum, the Dutch cabinet sets a new course for a safe and sustainable aviation sector that connects the Netherlands with the rest of the world, with clear rules and conditions for the development of civil aviation. In 2020, the Netherlands continued the work on the joint civil-military programme for redesigning its airspace under national (Dutch) coordination: the Dutch Airspace Redesign Programme (DARP). The ministries of Defence (MoD) and Transport (MoT) and the ANSPs (LVNL, MUAC and CLSK) work together in this programme. It 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. 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 to reduce the noise and climate impact. After the finalisation of the co-location of Air Traffic Control the Netherlands (LVNL) and Royal Netherlands Air Force (RNLAF) in 2017, the organisations were asked to develop a project plan for the integration of the two organisations into one ATM organisation. Based on the results, MoT and MoD agreed in 2019 to the intention to fully integrate the two organisations into one ATM organisation (LVNL). Integration of the organisations supports effective management and use of the airspace, guarantees the service provision for civil and military air traffic and safeguards the constitutional duties. Through a phased approach, the aim is to finalise the integration in 2023. In 2015, the Dutch government approved the expansion plans of Lelystad Airport. The realisation of the expansion is recently delayed due to the impact of COVID-19 pandemic on the aviation industry. The total airport capacity in the Netherlands will increase with the development of Lelystad Airport. Air traffic control services are provided by LVNL (tower control services) and RNLAF (approach and departure control services).
1 https://www.rijksoverheid.nl/documenten/rapporten/2020/11/20/bijlage-1-luchtvaartnota-2020-2050
LSSIP Year 2020 Netherlands 1 Released Issue LVNL is working on the implementation of the new air traffic control system iCAS, the successor to the AAA system. iCAS offers a platform for further development, such as introducing 4D trajectory-based operations, enabling the air traffic controllers to handle traffic more systematically and efficiently, thus reducing their workload. The operational commissioning of iCAS is scheduled for winter 2022/2023.
Main national stakeholders: - Ministry of Infrastructure and Water Management (MoT, “Ministerie van Infrastructuur en Waterstaat”); - Human Environment and Transport Inspectorate (ILT (CAA-NL), “Inspectie Leefomgeving en Transport”); - 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; Commando Luchtstrijdkrachten (CLSK)); - EUROCONTROL Maastricht Upper Area Center (Maastricht UAC); - Netherlands Air Traffic Committee (LVC, “Luchtverkeerscommissie”); - Airspace and Flow Management Unit (AFMU); - Dutch Safety Board (OVV, “Onderzoeksraad voor Veiligheid”); - Amsterdam Airport Schiphol (AAS); - Royal Netherlands Meteorological Institute (KNMI, “Koninklijk Nederlands Meteorologisch Instituut”).
Main airport covered by LSSIP: - Amsterdam Airport Schiphol (AAS)
LSSIP Year 2020 Netherlands 2 Released Issue Traffic and Capacity
Traffic Growth Summer En-Route Delay Summer 2020 (May-Oct) Amsterdam ACC
-53% 0.100. 000.00
2019 2020 2020
LSSIP Year 2020 Netherlands 3 Released Issue
Netherlands is part of:
The Functional Airspace Block Europe Central
Number of national projects: 14 Number of FAB projects: 2 Number of multinational projects: 1
Summary of 2020 developments: Despite the major impact of the COVID 19 pandemic on the aviation sector in 2020, ATM stakeholders continued their work the implementation of ATM projects as much as possible in this complex year. One of the major developments are the improvements in sector 3, the airspace over the southwest of the Netherlands and a part of the North Sea, which have been implemented in 2020. Sector 3 is the busiest and most complex sector of the Dutch lower airspace and was in need of modernization. By separating routes, creating new main roads and splitting the sector in two, the limited space is used optimally. This ensures better predictability for the airlines, more efficient flight paths, fewer delays and a higher sector capacity. This result has been achieved in close cooperation between LVNL, skeyes and MUAC.
LSSIP Year 2020 Netherlands 4 Released Issue Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non-PCP) and the PCP elements. It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2020, i.e. disregarding the declared “NOT APPLICABLE” LSSIP progress status. The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives: AOP14, AOP15, AOP16, AOP18, ATC19, ATC20 and COM11.2
Pre-SESAR Phase 2000 2030
92%
SESAR 1 (PCP only) 2011 2025
40%
SESAR 1 (non-PCP) 2013 2030
12%
LSSIP Year 2020 Netherlands 5 Released Issue
Progress per SESAR Essential Operational Changes and Phase
The figure below shows the progress made so far, per SESAR Essential Operational Changes, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per EOC, of the same objectives as in the previous paragraph.
ATM 100% Interconnected Network 59 %
Airport and 94 % TMA 18 % performance 27 %
CNS 91 % Infrastructure 7 % and Services 8 %
Digital AIM and 79 % MET Services
Fully Dynamic 79 % and Optimised Airspace 38 %
Multimodal Mobility and N/A integration of all Airspace Trajectory Based 0 % Operations
Virtualisation of Service 20 % Provision
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Pre-SESAR Phase SESAR 1 (non-PCP) SESAR 1 (PCP only)
LSSIP Year 2020 Netherlands 6 Released Issue ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks. 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 5.3 – ICAO ASBU Implementation Progress.
Block 0 2000 2030
93%
Block 1 2011 2030
41%
Block 2 2013 2030
5%
Block 3 2018 2025
5%
LSSIP Year 2020 Netherlands 7 Released Issue ATM Deployment Outlook
State Objectives
Deployed in 2019 - 2020 - New Pan-European Network Service (NewPENS) COM12 - 100 % progress
By 2021 By 2022 By 2023 By 2024+
- Interactive Rolling NOP - Voice over Internet - ASM Support Tools to - Full Rolling ASM/ATFCM FCM05 - 78 % progress Protocol (VoIP) in Support Advanced FUA Process and ASM - RNP Approach Procedures Airport/Terminal (AFUA) Information Sharing to instrument RWY COM11.2 - 07 % progress AOM19.1 - 70 % progress AOM19.3 - 03 % progress NAV10 - 79 % progress - Electronic Dialogue as - Aircraft Identification - Arrival Management - Automated Support for Automated Assistance to ITY-ACID - 90 % progress Extended to En-route Conflict Detection, Controller during Airspace Resolution Support Coordination and Transfer ATC15.2 - 20 % progress Information and ATC17 - 88 % progress - RNP 1 in TMA Operations Conformance Monitoring - Voice over Internet NAV03.2 - 39 % progress ATC12.1 - 100 % progress Protocol (VoIP) in En-Route - ASM Management of Real- - Electronic Terrain and COM11.1 - 08 % progress Time Airspace Data Obstacle Data (eTOD) - Information Exchange with AOM19.2 - 28 % progress INF07 - 58 % progress En-route in Support of AMAN - Migrate from AFTN to - Traffic Complexity ATC15.1 - 50 % progress AMHS Assessment - Short Term ATFCM COM10 - 88 % progress FCM06 - 70 % progress Measures (STAM) - Phase 2 - Management of Pre- FCM04.2 - 00 % progress defined Airspace Configurations AOM19.4 - 05 % progress - Information Exchanges using the SWIM Yellow TI Profile INF08.1 - 05 % progress - Short Term Conflict Alert (STCA) for TMAs ATC02.9 - 00 % progress - RNAV 1 in TMA Operations NAV03.1 - 74 % progress
LSSIP Year 2020 Netherlands 8 Released Issue Airport Objectives - Amsterdam Airport
Deployed in 2019 - 2020 None
By 2021 By 2022 By 2023 By 2024+
- Remote Tower Services - Guidance assistance - Continuous Descent AOP14 - 20 % progress through airfield ground Operations (CDO) - Time-Based Separation lighting ENV01 - 60 % progress AOP10 - 28 % progress AOP16 - 70 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 40 % progress - Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 02 % progress
LSSIP Year 2020 Netherlands 9 Released Issue Overall situation of Implementation Objectives
Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 AOM13.1 Harmonise Operational Air Traffic (OAT) and General 100% Completed Air Traffic (GAT) Handling AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) 70% Late * AOM19.2 ASM Management of Real-Time Airspace Data 28% Late * AOM19.3 Full Rolling ASM/ATFCM Process and ASM 3% Late * Information Sharing AOM19.4 Management of Pre-defined Airspace Configurations 5% Late * AOM21.1 Direct Routing 0% Not Applicable AOM21.2 Free Route Airspace 0% Not * Applicable AOP04.1(EHAM) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.2(EHAM) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP05(EHAM) Airport Collaborative Decision Making (A-CDM) 100% Completed * AOP10(EHAM) Time-Based Separation 28% Ongoing * AOP11(EHAM) Initial Airport Operations Plan 100% Completed * AOP12(EHAM) Improve Runway and Airfield Safety with Conflicting 40% Late * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP13(EHAM) Automated Assistance to Controller for Surface 2% Late * Movement Planning and Routing AOP14(EHAM) Remote Tower Services 20% Ongoing 2030 AOP15(EHAM) Enhanced traffic situational awareness and airport 0% Not yet 2030 safety nets for the vehicle drivers planned AOP16(EHAM) Guidance assistance through airfield ground lighting 70% Ongoing 2030 AOP17(EHAM) Provision/integration of departure planning 0% Not 2030
LSSIP Year 2020 Netherlands 10 Released Issue Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 information to NMOC Applicable AOP18(EHAM) Runway Status Lights (RWSL) 0% Not yet 2030 planned ATC02.2 Implement ground based safety nets - Short Term 100% Completed Conflict Alert (STCA) - level 2 for en-route operations ATC02.8 Ground-Based Safety Nets 0% Not * Applicable ATC02.9 Short Term Conflict Alert (STCA) for TMAs 0% Late * ATC07.1(EHAM) AMAN Tools and Procedures 100% Completed * ATC12.1 Automated Support for Conflict Detection, Resolution 100% Completed * Support Information and Conformance Monitoring ATC15.1 Information Exchange with En-route in Support of 50% Late AMAN ATC15.2 Arrival Management Extended to En-route Airspace 20% Late * ATC16 Implement ACAS II compliant with TCAS II change 7.1 100% Completed ATC17 Electronic Dialogue as Automated Assistance to 88% Late * Controller during Coordination and Transfer ATC18 Multi-Sector Planning En-route - 1P2T 0% Not 2030 Applicable ATC19 Enhanced AMAN-DMAN integration 0% Not yet 2030 planned ATC20 Enhanced STCA with down-linked parameters via 0% Not yet 2030 Mode S EHS planned COM10 Migrate from AFTN to AMHS 88% Late COM11.1 Voice over Internet Protocol (VoIP) in En-Route 8% Late * COM11.2 Voice over Internet Protocol (VoIP) in 7% Ongoing * Airport/Terminal COM12 New Pan-European Network Service (NewPENS) 100% Completed * ENV01(EHAM) Continuous Descent Operations (CDO) 60% Late * ENV02(EHAM) Airport Collaborative Environmental Management 100% Completed 2030 ENV03(EHAM) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(EHBK) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(EHGG) Continuous Climb Operations (CCO) 100% Completed 2030
LSSIP Year 2020 Netherlands 11 Released Issue Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 ENV03(EHRD) Continuous Climb Operations (CCO) 100% Completed 2030 FCM01 Implement enhanced tactical flow management 100% Completed services FCM03 Collaborative Flight Planning 100% Completed * FCM04.2 Short Term ATFCM Measures (STAM) - Phase 2 0% Late * FCM05 Interactive Rolling NOP 78% Ongoing * FCM06 Traffic Complexity Assessment 70% Ongoing * INF07 Electronic Terrain and Obstacle Data (eTOD) 58% Late INF08.1 Information Exchanges using the SWIM Yellow TI 5% Late * Profile ITY-ACID Aircraft Identification 90% Late * ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical 100% Completed Information ITY-AGDL Initial ATC Air-Ground Data Link Services 0% Not * Applicable ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below 100% Completed * FL195 ITY-COTR Implementation of ground-ground automated co- 100% Completed ordination processes ITY-FMTP Common Flight Message Transfer Protocol (FMTP) 100% Completed ITY-SPI Surveillance Performance and Interoperability 100% Completed * NAV03.1 RNAV 1 in TMA Operations 74% Ongoing 2030 NAV03.2 RNP 1 in TMA Operations 39% Ongoing * NAV10 RNP Approach Procedures to instrument RWY 79% Ongoing * NAV12 ATS IFR Routes for Rotorcraft Operations 0% Not 2030 Applicable SAF11 Improve Runway Safety by Preventing Runway 100% Completed Excursions LEGEND: * Full Operational Capability (FOC) date The Planned Implementation Date as reported in the LSSIP DB for each objective
LSSIP Year 2020 Netherlands 12 Released Issue Introduction
The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2020, 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, it gives an overview of the Airspace Organisation and Classification, the ATC Units and the ATM systems operated by the main ANSP;
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 also presents the planned projects assumed to offer the required capacity, taking into account the current aviation situation caused by the COVID19 crisis;
Chapter 3 provides the main Implementation Projects (at national, FAB and multinational level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The Level 1 document covers a 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 the Level 2 document;
Chapter 4 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation, as well as all other multinational 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 5 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Essential Operational Change and implementation of ICAO ASBUs. In addition, it provides the high-level information on progress and plans of each Implementation Objective. 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.
The 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 (REG, ASP, MIL and APO) to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2020. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP DataBase.
The information contained in Chapter 5 – Implementation Objectives Progress is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.
LSSIP Year 2020 Netherlands 13 Released Issue
1. National ATM Environment
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 EDA April 2004
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.
LSSIP Year 2020 Netherlands 14 Released Issue The following map shows the geographical situation of the Dutch airspace.
LSSIP Year 2020 Netherlands 15 Released Issue 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 Millingen 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
LSSIP Year 2020 Netherlands 16 Released Issue 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 EHAA ACC 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
LSSIP Year 2020 Netherlands 17 Released Issue National Stakeholders
The main National Stakeholders involved in ATM in the Netherlands are the following: - Ministry of Infrastructure and Water Management (MoT, “Ministerie van Infrastructuur en Waterstaat”); - Human Environment and Transport Inspectorate (ILT (CAA-NL), “Inspectie Leefomgeving en Transport”); - 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; Commando Luchtstrijdkrachten (CLSK)); - EUROCONTROL Maastricht Upper Area Center (Maastricht UAC); - Netherlands Air Traffic Committee (LVC, “Luchtverkeerscommissie”); - Airspace and Flow Management Unit (AFMU); - Dutch Safety Board (OVV, “Onderzoeksraad voor Veiligheid”); - Amsterdam Airport Schiphol (AAS); - Royal Netherlands Meteorological Institute (KNMI, “Koninklijk Nederlands Meteorologisch Instituut”).
Their activities are detailed in the following subchapters and the relationship between the ANSPs and their governing bodies is 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).
LSSIP Year 2020 Netherlands 18 Released Issue 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.
4. 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. All military units involved with ATS provision are certified by the MAA. 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.
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 Royal Netherlands Air Force (RNLAF; Commando Luchtstrijdkrachten (CLSK)) is one of the operational commands within the MoD and provides Air Traffic Services, on behalf of the Minister of Defence, 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.
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. MUAC arrangements with military relevance are subject for coordination between MUAC/NL MOT/NSA with the Dutch MAA.
8. 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.
9. ATM Policy Unit: 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.
10. Netherlands Airspace Management Cell (NL AMC): the LVC formulates the national ASM policy and carries out the necessary strategic planning work, taking into account national and international airspace users’ requirements and Single European Sky regulation. The LVC is tasked with the continuous reassessment of national airspace, the progressive establishment of new and more flexible airspace structures, and the introduction of procedures for the allocation of these airspace structures on a daily basis. The NL AMC will be led by the -Head-AMC (H-AMC) and consists of 2 FUA cells, FUA Cell LVNL (FC-L) and FUA Cell MUAC (FC- M). Pre-tactical ASM consists of the day-to-day management and temporary allocation of airspace. This is
LSSIP Year 2020 Netherlands 19 Released Issue achieved through the two FUA Cells within the NL AMC. The FC-L is responsible for handling and coordinating all airspace requests related to the non-nominal airspace of the Amsterdam FIR. The responsibility for handling and coordinating nominal airspace request at ASM Level 2 is shared between FC- L and FC-M. Flexible Use of Airspace is fully applied by NL.
Other important national stakeholders involved in ATM in the Netherlands are as follows: 11. 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.
12. Amsterdam Airport Schiphol (AAS) is the major airport in the Netherlands; it is part of the Royal 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.
13. 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.
LSSIP Year 2020 Netherlands 20 Released Issue
Activity in ATM: Organisation responsible Legal Basis Rule-making (MoT/DGLM) Act on aviation (Wet luchtvaart), chapter V; (MoD) Regulations (EC) 549/2004, 550/2004, 551/2004, 552/2004 and 1070/2009. Safety Oversight ILT (CAA-NL) Act on aviation, article 11.1, par. 1, sub section b; MLA (MAA-NL) Ministerial order regarding the appointment of aviation supervisors (Besluit aanwijzing toezichthouders Supervision is in the remit luchtvaart); of the ILT for civil aviation
Supervision is in the remit of the MAA-NL for Ministerial order for the determination of military military aviation 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 ILT (CAA-NL) Act on aviation, article 11.15, subsection b, under 2 up to and including 5, and article 11.16, par. 1, subsection non-compliance with safety MLA (MAA-NL) regulatory requirements c; Enforcement is in the
remit of the ILT for civil aviation 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); Enforcement is in the Ministerial order for the determination of military remit of the MAA-NL for aviation safety (Regeling houdende vaststelling kader military aviation 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.
LSSIP Year 2020 Netherlands 21 Released Issue Activity in ATM: Organisation responsible Legal Basis Airspace MoT/DGLM together Act on aviation, chapter V, complemented by ministerial with MoD/MAA-NL decrees and regulations;
Supervision and Rules of the air: Decree on air traffic rules (Besluit enforcement are in the luchtverkeer 2014) and Regulation (EU) Nr. 923/2012 remit of ILT (CAA-NL) and (Standardized European rules of the air); MoD/MAA-NL
respectively 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 Act on aviation, article 5.43, par. 3; (CAA-NL) 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 The Airport traffic decree for Schiphol Airport (Luchthavenverkeerbesluit Schiphol), chapters III en IV, provides rules for route and runway use, which service Supervision and provider LVNL must comply with. This decree also enforcement are in the provides rules to comply with the values for noise remit of ILT (CAA-NL) 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 Aviation act (Luchtvaartwet), chapter IV, section 3A, Justice, MoD and holds the Minister of Security and Justice responsible for MoT/DGLM security of civil aviation;
Decree on air traffic rules (Besluit luchtverkeer 2014); Supervision and enforcement are in the remit of police and Regulation (EU) Nr. 923/2012 (Standardized European customs officers, and of rules of the air); MoD respectively
Ministerial regulation on interception of aircraft (Regeling onderschepping luchtvaartuigen). Accident investigation The Dutch Safety Kingdom act concerning the Safety Investigation Board Investigation Board (OvV) (Rijkswet Onderzoeksraad voor veiligheid), article 4, par. 1, subsection e.
LSSIP Year 2020 Netherlands 22 Released Issue 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 9001:2015 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. MUAC as service provider to OAT is accredited by the MAA NL.
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.
LSSIP Year 2020 Netherlands 23 Released Issue 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 service providers, the Regulation on ATS delegation to foreign service providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door 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 Ownership: LVNL is an Independent administrative body (ZBO) since 1 Administrative Body (ZBO, January 1993. As such, LVNL is “Zelfstandig Bestuursorgaan”). accountable for its performance to the MoT and LVNL staff members are civil servants. In the sense of the Central and Local Government Personnel Act, LVNL applies the Code of Good Governance for Implementing Organizations as a directive. Services provided Y/N Comment 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 Y LVNL provides services in the UK, Germany and Belgium by ATS cross-border other State(s): delegation. Annual Report published: Y https://www.lvnl.nl/media/3179/jaarverslag-2019-voor-publicatie-lr-1.pdf
The Internet site of LVNL may be accessed at address: www.lvnl.nl. The organization chart is available in Annex B.
Maastricht UAC The LSSIP information concerning Maastricht UAC, the 2nd main NL-based and certified ATS provider, is available in the LSSIP 2020 document of Maastricht UAC.
LSSIP Year 2020 Netherlands 24 Released Issue Military service provider
Royal Netherlands Air Force (“Koninklijke Nederlandse Luchtmacht”) on behalf of the Minister of Defence
Governance: RNLAF is as one of the Ownership: RNLAF is as one of the operational operational commands part of commands part of the Dutch MoD the Dutch MoD organization. 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 Y RNLAF provides services in Germany and Belgium by ATS cross-border delegation. other State(s): Annual Report published: N
LSSIP Year 2020 Netherlands 25 Released Issue ATC systems in use
Main ANSP part of any technology alliance2 Y iCAS/iTEC
FDPS Specify the manufacturer of the ATC system currently in use: Raytheon/Indra Upgrade3 of the ATC system is performed or planned? Replacement of the ATC system by the new one is planned? Winter 2022-2023 ATC Unit EHAACC
SDPS Specify the manufacturer of the ATC system currently in use: EUROCONTROL (ARTAS), SAAB (ASTRA) and DFS (Phoenix) Upgrade of the ATC system is performed or planned? 2020 Replacement of the ATC system by the new one is planned? 2022 ATC Unit EHAAACC
2 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 3 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
LSSIP Year 2020 Netherlands 26 Released Issue Airports
General information
Amsterdam Airport Schiphol (AAS), a part of Royal Schiphol Group, is the major airport in the Netherlands. Other relevant ATS controlled civil airports are Rotterdam Airport, Maastricht Aachen Airport and Groningen Airport Eelde. Eindhoven is a military aerodrome with civil co-use where ATS, CNS and AIS services are provided by MilATCC Schiphol 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 2019 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 2020 – 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 mainly 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
LSSIP Year 2020 Netherlands 27 Released Issue 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 acting on behalf of the Minister of Defence providing 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 aerodromes, and mobile stations consisting of naval vessels or mobile towers. As part of an extensive civil-military cooperation process 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.
LSSIP Year 2020 Netherlands 28 Released Issue OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed Y national legal provisions? by national legal provisions? Level of such legal provision: Aviation Act (law), Ministerial Level of such legal provision: Aviation Act (law) Decree and Air Force Regulation Authority signing such legal provision: Parliament (for the Authority signing such legal provision: Parliament (for the Aviation Act) and Minister of Defence (for the Decrees and Aviation Act) and Minister of Defence (for the Decrees and regulations below the level of the Aviation Act) 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 Aircrew Licensing Y Additional Information: the MAA is in the process of The NSA has informed EASA that the MAA and its MARs are transposing the regulations and requirements applicable for fully compliant with the requirements of EASA. Civil Aviation into equivalent Military Aviation Requirements (MAR/ATM) Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: National AIP Y National AIP Y National Military AIP Y National Military AIP Y EUROCONTROL eAIP N EUROCONTROL eAIP Y Other: N/A Other: N/A
LSSIP Year 2020 Netherlands 29 Released Issue Oversight
OAT GAT National oversight body for OAT: MAA In accordance with IR 2019/1139 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 has certified all ATS providers providing services to military air traffic.
Service Provision role
OAT GAT Services Provided: Services Provided: En-Route Y Note: Provided by MilATCC En-Route Y Schiphol Approach/TMA Y Note: Provided by MilATCC Approach/TMA Y Schipholfor all Military Aerodromes and Mil TMAs Airfield/TWR/GND Y Note: Provided at all RNLAF Airfield/TWR/GND Y Military Aerodromes AIS Y Note: Provided at all RNLAF and AIS Y RNNavy Military Aerodromes MET Y Note: Provided at all RNLAF and MET Y RNNavy Military Aerodromes SAR Y Note: All SAR Y TSA/TRA monitoring Y Note: Provided by MilATCC FIS Y Schiphol Other: N/A Other: N/A Additional Information: Additional Information:
Military ANSP providing GAT N If YES, since: N/A Duration of the N/A services SES certified? Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in Y accordance with SES regulations? Additional Information: The Military Requirements have been formulated and published and are based on the existing civil requirements (i.e. ICAO and the Common Requirements). In line with the EASA Basic Regulation, it is established by the NSA in 2014 with a written Statement to EASA, that the Netherlands’ Military Requirements for Air Navigation Services providers (MAR.ANS), Air Traffic Services Personnel Licensing (MAR.APL), and Air Traffic Services Training Organisation (MAR.ATO), as established by the Minister of Defence of The Netherlands, are in conformance with the Essential Requirements for ATM/ANS and Air Traffic Controllers, as laid down in Annex Vb to the EASA Basic Regulation.
LSSIP Year 2020 Netherlands 30 Released Issue User role
IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT Y fly?
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: CNS exemptions are granted only for combat aircraft, State aircraft can be exempted from ATFCM measures depending on the mission.
Flexible Use of Airspace (FUA)
Military in Netherlands applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y
LSSIP Year 2020 Netherlands 31 Released Issue 2. Traffic and Capacity
Evolution of traffic in Netherlands
Netherlands - Annual IFR Movements 1400000 Netherlands - Distribution (Ref. year 2019)
1200000
International 1000000 Dep/Arr 45% Domestic flights 1% 800000
IFR flights 600000
IFR movements - Actuals 400000 IFR movements - Scenario 2 IFR movements - Scenario 1 200000 IFR movements - Scenario 3 Overflights 0 54% 2016 A 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F A = Actual F = Forecast
EUROCONTROL Five-Year Forecast 2020-2024
IFR flights yearly growth 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F
Sc1 -57.8% 67.2% 21.1% 8.4% 6.3% Netherlands Sc2 3.7% 3.2% 0.2% -57.9% 16.0% 44.2% 14.1% 11.9% Sc3 -57.9% 13.4% 18.8% 15.1% 11.6% Sc1 -55.1% 61.9% 21.9% 8.9% 6.8% ECAC Sc2 4.0% 3.8% 0.8% -56.4% 16.6% 41.9% 14.1% 12.2% Sc3 -56.6% 14.5% 17.5% 14.8% 11.6%
2020
Traffic in Netherlands decreased by 53% in 2020 compared to 2019.
LSSIP Year 2020 Netherlands 32 Released Issue AMSTERDAM ACC
Traffic and en-route ATFM delays 2016-2024
EHAAACC - Traffic and en-route ATFM delays
2500 1.0
0.9
2000 0.8
0.7
1500 0.6
0.5 IFR flightsIFR (Daily Average)
1000 0.4 Enroute Delay (minutes per flight) 0.3
500 0.2
0.1
0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 1885 1922 1911 1899 1626 Summer Traffic 1733 1773 1767 1762 615 Yearly Traffic 1582 1631 1643 1638 733 Summer Traffic Forecast 1253 1515 1639 1740 Summer enroute delay (all causes) 0.14 0.17 0.12 0.10 0.00 Yearly enroute delay (all causes) 0.10 0.13 0.08 0.10 0.01
2020 performance
Traffic evolution (2020 vs 2019) En-route Delay (min. per flight) Amsterdam ACC Actual Traffic All reasons
Year -55% 0.00
Summer -65% 0.00
Summer 2020 performance assessment The average delay per flight was zero in Summer 2020.
Operational actions Achieved Comments Continuous recruitment and training to maintain levels of ATCOs Yes Delays in training of ATCOs due to COVID. Workload assessment for sectors other than sector 2 and 3 No Postponed to 2021 – already done for sector 2 and 3
LSSIP Year 2020 Netherlands 33 Released Issue Planning Period – Summer 2021
2021 Summer Capacity Plan
Free Route Airspace
Airspace Management AMC front office (completion Airspace Management Cell NL) Advanced FUA
Airport & TMA Network Integration Implementation of RECAT-EU and TBS at Schiphol
Cooperative Traffic Management D-1 OPS plan shared with Airport and NM Airspace Redesign route structure sector 3 (implemented December 2020) Procedures
Staffing Continuous recruitment and training to maintain levels of ATCOs
Technical Capacity Workload assessment for sectors other than sector 2 and 3 (sector 2 and 3 already done) Significant Events Additional information
EHAACTA - May-October 6
5
4
3
2
1
0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
Nb sectors (std) Nb sectors (max)
Summer 2021 Outlook No capacity issues are foreseen for Amsterdam ACC in Summer 2021.
LSSIP Year 2020 Netherlands 34 Released Issue 3. Implementation Projects
The tables 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: Progress Description: Links: Amsterdam Schiphol AMAN LVNL - Luchtverkeersleiding 01/01/2017 - 01/12/2022 AMAN 2.0 started in 2018 and will be finished end L3: ATC15.1 2.0 (2015_166_AF1) Nederland (NL) 2022. DP: Project 2015_166_AF1; Family 1.1.1 Civil Military Integration Air Operations Control Station (NL), Activities started in 2018. In 2018, a study has been performed to work out - LVNL - Luchtverkeersleiding Integration should be different models of integration. The program plan is Nederland (NL), Ministerie van finalized in 2023. currently being made, including a business case. Infrastructuur en Waterstaat - Directie Luchtvaart (NL) Final phase RNP APCH LVNL - Luchtverkeersleiding 01/09/2018 - 30/06/2021 RNP APCH to runway end 24 is implemented. L3: NAV10 procedures Amsterdam Nederland (NL) DP: Family 1.2.1 - RNP Schiphol (2017_064_AF1) APCH with vertical guidance Implementation of APOC Amsterdam Airport Schiphol (NL) 01/01/2016 - 31/12/2022 The APOC building and interior are delivered to the L3: AOP11 Schiphol Airport Operations Department in December 2019. Since DP: Project (2015_179_AF4) the start of the year 2020, the project was stopped 2015_179_AF4; because of the Covid-19 pandemic. A reorganisation Family 4.2.2 within the company delayed the full deployment with two years. In 2021 and 2022 will be used for developing procedures and processes. In 2022, trials and training will start in order to start the operational use before the end of 2022.
LSSIP Year 2020 Netherlands 35 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: Performance Based LVNL - Luchtverkeersleiding 07/02/2017 - 30/06/2022 - L3: NAV10, NAV03.1 Navigation procedures and Nederland (NL) rationalisation of Air Navigation infrastructure in the Netherlands (2016-NL- TM-0336-W) RECAT-TBS (PRJ2462) LVNL - Luchtverkeersleiding 01/07/2019 - 01/04/2021 The project initiation phase started 01/07/2019 and L3: AOP10 Nederland (NL) ended on 18/09/2019. The Definition/Design phase DP: Family 2.3.1 – started 19/09/2019 and is ongoing. Time Based Separation (TBS) RNAV1 and RNP-APCH LVNL - Luchtverkeersleiding 01/01/2014 - 31/12/2023 The RNAV 1 transition ARTIP - 36R EHAM has been L3: NAV10, NAV03.1, approaches Amsterdam Nederland (NL) implemented. The implementation RNP APCH at NAV03.2 Schiphol (107AF1) Amsterdam airport Schiphol is ongoing. Activities for DP: Project 107AF1; RNP 1 transitions from the IAF's to all EHAM Family 1.2.3 runways are planned for RP3. Realisation Centralized Base LVNL - Luchtverkeersleiding 2018 / end of 2021 Remote tower project as primary means of ATC for L3: AOP14 Beek en Eelde (EHBK en Nederland (NL) Groningen and Maastricht Airports are ongoing. EHGG) Project plan is defined. In the course of 2019, first steps will be taken to realize Centralized Base.
LSSIP Year 2020 Netherlands 36 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: Replacement AAA (iCAS) LVNL - Luchtverkeersleiding The iCAS partnership aims In 2018 successful first Site Acceptance Test (SAT) of L2: AOM-0802, AO- (Maintenance Technical Nederland (NL) at the development and iCAS release with Indra, start of Master Integration 0602, AOM-0703, Systems) deployment of iCAS in Munich, the Video Recording and Playback system DCB-0102, AUO-0301, within LVNL ATC Centre has been delivered. AOM-0401, AOM- and al four DFS ATC 0504, TS-0305, DCB- Centres during the period 0201, AOM-0205 2015-2024 in which DP: 2015_190_AF3 / operational cut-over at Deployment of Air LVNL is planned for 2021. Traffic Control System iCAS: Implementation Study phase of ATM PCP 08-03-2011 Functionalities at LVNL and DFS Design phase RP2 PP: Replacement 03-2011 until 2016 AAA
Implementation phase 2015 until 2021
Operational in use 2021
After care 2022 Replacement of secondary LVNL - Luchtverkeersleiding 01/11/2018 - 30/11/2022 - - surveillance radars for Nederland (NL) Amsterdam Airport Schiphol and Groningen Airport Eelde by WAM/ADS-B (2017-NL-TM- 0130-W)
LSSIP Year 2020 Netherlands 37 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: TWR System at Amsterdam LVNL - Luchtverkeersleiding 16/02/2016 - 31/12/2023 - Tender procedure completed, supplier selected DP: Family 2.5.1 Schiphol (2015_187_AF2) Nederland (NL) - 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 LVNL - Luchtverkeersleiding 16/02/2016 - 31/12/2020 The workload model of ACC and traffic distribution DP: Project Amsterdam Area Control, Nederland (NL) for Approach have been implemented and are in 2015_167_AF4; Approach Control and Ground use. The workload model for ACC will be further Family 4.4.2 operations (2015_167_AF4) developed and in 2019, a project for a workload model for Approach and Ground will start. XMAN Reims-MUAC- LVNL - Luchtverkeersleiding 29/11/2018 - 31/12/2024 Project plan drafted, from summer 2020 on hold. L3: ATC15.2 Belgocontrol-LVNL (PRA2406) Nederland (NL) DP: AF1, Family 1.1.2 iPS – LARA (PRJ2441) LVNL - Luchtverkeersleiding 16/04/2019 - 28/02/2022 The project plan has been delivered and the L3: AOM19.1, Nederland (NL) realization phase has started. AOM19.2 DP: Family 3.1.1 – ASM tool to support AFUA
LSSIP Year 2020 Netherlands 38 Released Issue FAB projects
There are two main FABEC projects ongoing: • XMAN (Extended Arrival Manager) and • FRA (Free Route Airspace) The tables below detail for each ongoing main FABEC project: • which FABEC ANSPs and military partners are participating; • a description, the scope and objectives; • the schedule and implementation planning; • the status end 2020; • the link to the ATM Master Plan Level 3 (formerly ESSIP), if any and • the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and Cost-Efficiency.
Project Name: Extended Arrival Management Project Code: XMAN Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH) and in direct coordination with NATS (UK). Description/Scope/Objectives
The XMAN project (Cross-Border Arrival Management, also referred to as Extended Arrival Management E-AMAN) aims at improving and optimising arrival management operations for major airports. To achieve this the project develops and implements a harmonised approach to arrival management in the core area of Europe. This is a project at FAB level because it has to rely on cross-centre and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major five airports/TMAs (Munich, Amsterdam, Paris-CDG, Frankfurt, London-Heathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, Brussels, Berlin, Paris-Orly, Nice, London-Stansted, London-Gatwick, Manchester, Dublin). Additionally, airports outside these two FABs, e.g. Copenhagen and Italian airports, coordinate their plans through this XMAN project. One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach at least 180 NM in line with the CP1 (entering into force on 22 February 2021), depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, consequently, most of the FABEC control centres will be affected by extended AMAN operations and some feed several arrival streams for different airports/TMAs simultaneously.
Schedule/Implementation planning 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.
LSSIP Year 2020 Netherlands 39 Released Issue 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. Status 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 reached on 29 March 2019. The XMAN Portal (main feature of the Advanced Step of the XMAN project) Prototype used for the SESAR2020 trials last year is technically ready at MUAC. The tool is permanently fed with XMAN London-Heathrow and - Gatwick data. A complete XMAN review has been done. Following documents were updated and released: • FABEC XMAN Implementation Roadmap: V5.0, 10.12.2020 • FABEC Extended Arrival management CONOPS Advanced: V1.5, 18.12.2020 The implementation phase of the Advanced Step will also continue until 2024. Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): ATC07.1, ATC15.1 OI Steps: TS-0102, TS-0305 Other References: PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2020: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function Expected Performance Contribution (specific to the participating organisation(s)) Capacity Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced. Safety Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Environment Reduction of: (including flight • Track miles and holdings: small to medium positive effect; efficiency) • Fuel burn: large positive effect; • CO2/NOx emissions: large positive effect. Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities Collaboration with FAB UK/IRL, Italy, Spain and Denmark is included. Collaboration with other surrounding FABs is ongoing.
Project Name: Free Route Airspace Project Code: FRA Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH), Mil. Authority (BE), Mil. Authority (DE), Mil. Authority (FR), Mil. Authority (NL)), Mil. Authority (CH) Description/Scope/Objectives The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and
LSSIP Year 2020 Netherlands 40 Released Issue implement various iterations of Free Route Airspace. Schedule/Implementation planning 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. In the CP1 (PCP review), entering into force on 22 February 2021, the deployment target date has been set as: • Initial FRA by the implementation target date of 31 December 2022. • final FRA, including cross-border FRA with at least one neighbouring state and FRA connectivity with TMAs, by the implementation target date of 31 December 2025.
LSSIP Year 2020 Netherlands 41 Released Issue Status
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. In line with the new final target date of the CP1, the FABEC project will continue until end 2024. DSNA and Skyguide have already implemented several direct routes and are preparing Full FRA. Current status full FRA implementation (End 2020): DFS has already implemented Full FRA H24 in EDDU North airspace above FL285 and EDDU East Airspace above FL 315 and Full FRA Night above FL245 in all the DFS airspace. On 5 December 2019, MUAC has successfully implemented H24 FRA.
DFS plans H24 FRA FL245+ by December 2021. Skyguide plans H24 FRA FL195+ including limited cross border FRA with DFS on 1 December 2022. DSNA has defined its FRA implementation calendar as follows:
• Dec 2021: H24 FRA FL195+ North West 1 (LFRR Atlantic part), South West (LFBB) and Center (a portion of LFFF) with the current ATM system. • Feb 2023: H24 FRA FL195+ North West 2 (LFRR Central) • 2023-2025: phased implementation of H24 FRA FL195+ for the remaining parts of DSNA Airspace with 4- Flight new ATM system (North West 3 (LFRR East and a portion of LFFF beneath) + South East (LFMM) + North East (Reims and a portion of LFFF beneath)).
LSSIP Year 2020 Netherlands 42 Released Issue Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): AOM21.1, AOM21.2 OI Steps: AOM-0401, AOM-0402, AOM-0500, AOM-0501, AOM-0505, AOM-0506, CM-0102-A Other References: PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2020: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace Expected Performance Contribution (specific to the participating organisation(s)) Capacity Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence, the overall impact of FRA on sector capacity cannot be determined without simulations. Safety No impact Environment FRA allows airspace users to fly more direct trajectories, thus potentially reducing flight (including flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There efficiency) environmental benefits from savings in CO2-emissions might not be as significant in the core area as in the peripheral areas. Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities -
LSSIP Year 2020 Netherlands 43 Released Issue
3.3 Multinational projects
Name of project: Organisation(s): Schedule: Progress Description: Links: European Meteorological Koninklijk Nederlands Meteorologisch 01/03/2016 - 31/12/2020 - DP: Project 2015_137_AF5; Aircraft Derived Data Center Instituut (NL) Family 5.4.1 (EMADDC) (2015_137_AF5)
LSSIP Year 2020 Netherlands 44 Released Issue
4. Cooperation activities
FAB Co-ordination
FAB Europe Central (FABEC) is the functional airspace block established jointly by the Federal Republic of Germany, the Kingdom of Belgium, the French Republic, the Grand Duchy of Luxembourg, the Kingdom of the Netherlands and the Swiss confederation. The objective of the FABEC, formally entered into force on the 1st of June 2013, is to achieve optimal performance in the areas relating to safety, environmental sustainability, capacity, cost-efficiency, flight efficiency and military mission effectiveness, by the design of airspace and the organisation of air traffic management in the airspace concerned regardless of existing boundaries. It is a collaboration platform allowing all operational partners - ANSP, military and civil aircraft operators and staff - to work together to optimize daily cross border operations between the neighbouring FABEC states. Several airspace related co-ordination activities are ongoing to achieve these goals within FABEC. The airspace related activities in 2020 mainly focussed on FUA in the aim of reducing bottlenecks and the follow up of the airspace redesign programme. To improve FUA harmonisation and cooperation a FABEC ASM Training and Qualification Manual for AMC (Airspace Management Cell) staff is under development, ASM Data sharing solutions between FABEC AMCs are studied at technical and operational levels and AMA (AMC Manageable Area) templates are made available for sharing good practices among FABEC AMCs. The Airspace Design Coordination Group (ADCG) was created in 2019 for the coordination between FABEC States/ANSPs and NM on solving bottlenecks. The ADCG provides and coordinates the FABEC input for the NM Airspace Reconfiguration Programme (ARP).
Multinational cooperation initiatives
LVNL contributed to the multi stakeholder project “NewPENS Stakeholders contribution for the procurement and deployment of NewPENS”. The implementation of the NewPENS network connection at LVNL is completed.
LSSIP Year 2020 Netherlands 45 Released Issue 5. Implementation Objectives Progress
State View: Overall Objective Implementation Progress
The graph below shows progress for all Implementation Objectives (applicable and not applicable to The Netherlands).
7; [12%]
4; [7%] Completed 23; [38%] Ongoing Late Not yet planned 17; [28%] Not Applicable
9; [15%]
Summary of the implementation of the objectives
Compared to 2019, the percentage of completed Objectives has increased from 36% to 38%. The Objectives AOM19.2, AOM19.3, AOM19.4 related to ASM are dependent on the commissioning of iCAS. This means that the implementation of these Objectives will be late. The Objective AOP13 has changed from ‘ongoing’ to ‘late’. Automated Assistance to controller for Surface Movement Planning and Routing will be implemented in a phased approach. The Objective ATC15.2 has changed from ‘ongoing’ to ‘late’. The implementation date of Arrival Management Extended to En-route Airspace is delayed. The Objective COM12 on NewPENS has been completed. The Objective ENV01 on CDO has changed from ‘ongoing’ to ‘late’. The Objective FCM04.2 on STAM has changed from ‘planned’ to ‘late’. The Objective INF08.1 on Information Exchanges using the SWIM Yellow TI Profile has changed from ‘ongoing’ to ‘late’.
LSSIP Year 2020 Netherlands 46 Released Issue Objective Progress per SESAR Essential Operational Changes
Legend:
100% = Objective completed = Implementation Objective timeline (to FOC date)
## % = Expected completion / % Progress = Completion beyond Implementation Objective timeline
<17 17 18 19 20 21 22 23 24 25 26 >27
COM10 Migrate from AFTN to AMHS 88 %
COM11.1 Voice over Internet Protocol (VoIP) in En- 8 % Route
COM11.2 Voice over Internet Protocol (VoIP) in 7 % Airport/Terminal
ITY-ACID Aircraft Identification 90 %
ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing 100 % below FL195
ITY-SPI Surveillance Performance and 100 % Interoperability
NAV10 RNP Approach Procedures to instrument 79 % RWY
LSSIP Year 2020 Netherlands 47 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM13.1 Harmonise Operational Air Traffic (OAT) and 100 % General Air Traffic (GAT) Handling
AOP11 Initial Airport Operations Plan
EHAM - Amsterdam Airport 100 %
COM12 New Pan-European Network Service 100 % (NewPENS)
FCM03 Collaborative Flight Planning 100 %
FCM04.2 Short Term ATFCM Measures (STAM) - 0 % Phase 2
FCM05 Interactive Rolling NOP 78 %
FCM06 Traffic Complexity Assessment 70 %
INF08.1 Information Exchanges using the SWIM 5 % Yellow TI Profile
<17 17 18 19 20 21 22 23 24 25 26 >27
INF07 Electronic Terrain and Obstacle Data (eTOD) 58 %
ITY-ADQ Ensure Quality of Aeronautical Data and 100 % Aeronautical Information
LSSIP Year 2020 Netherlands 48 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOP04.1 Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1)
EHAM - Amsterdam Airport 100 %
AOP04.2 Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2)
EHAM - Amsterdam Airport 100 %
AOP05 Airport Collaborative Decision Making (A- CDM)
EHAM - Amsterdam Airport 100 %
AOP10 Time-Based Separation
EHAM - Amsterdam Airport 28 %
AOP12 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)
EHAM - Amsterdam Airport 40 %
AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing
EHAM - Amsterdam Airport 2 %
AOP15 Enhanced traffic situational awareness and airport safety nets for the vehicle drivers
EHAM - Amsterdam Airport 0 %
AOP16 Guidance assistance through airfield ground lighting
EHAM - Amsterdam Airport 70 %
AOP18 Runway Status Lights (RWSL)
EHAM - Amsterdam Airport 0 %
ATC07.1 AMAN Tools and Procedures
EHAM - Amsterdam Airport 100 %
ATC19 Enhanced AMAN-DMAN integration 0 %
ENV01 Continuous Descent Operations (CDO)
EHAM - Amsterdam Airport 60 %
LSSIP Year 2020 Netherlands 49 Released Issue ENV02 Airport Collaborative Environmental Management
EHAM - Amsterdam Airport 100 %
ENV03 Continuous Climb Operations (CCO)
EHAM - Amsterdam Airport 100 %
EHBK - MAASTRICHT/MAASTRICHT AACHEN 100 %
EHGG - GRONINGEN/EELDE 100 %
EHRD - ROTTERDAM/ROTTERDAM 100 %
NAV03.1 RNAV 1 in TMA Operations 74 %
NAV03.2 RNP 1 in TMA Operations 39 %
SAF11 Improve Runway Safety by Preventing 100 % Runway Excursions
LSSIP Year 2020 Netherlands 50 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM19.1 ASM Support Tools to Support Advanced 70 % FUA (AFUA)
AOM19.2 ASM Management of Real-Time Airspace 28 % Data
AOM19.3 Full Rolling ASM/ATFCM Process and ASM 3 % Information Sharing
AOM19.4 Management of Pre-defined Airspace 5 % Configurations
ATC12.1 Automated Support for Conflict Detection, 100 % Resolution Support Information and Conformance Monitoring
ATC15.1 Information Exchange with En-route in 50 % Support of AMAN
ATC15.2 Arrival Management Extended to En-route 20 % Airspace
ATC17 Electronic Dialogue as Automated Assistance 88 % to Controller during Coordination and Transfer
ITY-FMTP Common Flight Message Transfer Protocol 100 % (FMTP)
LSSIP Year 2020 Netherlands 51 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
ATC02.9 Short Term Conflict Alert (STCA) for TMAs 0 %
ATC20 Enhanced STCA with down-linked 0 % parameters via Mode S EHS
<17 17 18 19 20 21 22 23 24 25 26 >27
AOP14 Remote Tower Services
EHAM - Amsterdam Airport 20 %
This EOC Chart is not applicable for Netherlands since the Objective NAV12 is not applicable.
LSSIP Year 2020 Netherlands 52 Released Issue ICAO ASBU Implementation Progress
The following tables show, for each of the ASBU Elements belonging to a particular ASBU Thread and Block, 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 2020 declared statuses and progress of the relevant implementation objectives in accordance with the initial mapping between ATM Master Plan Level 3 and new ICAO GANP 6th Edition (2019), as reflected in the Implementation Plan 2020. A comprehensive analysis performed as part of the ongoing ICAO EURGANT Project Team activity may result in updating the mapping following EASPG approval.
Legend:
= Completed (during 2020 or before) = Missing planning date = Progress achieved in 2020 = Not applicable
ACAS <17 17 18 19 20 21 22 23 24 25 26 >27
ACAS-B1/1 ACAS Improvements 100 %
ACDM
<17 17 18 19 20 21 22 23 24 25 26 >27
ACDM-B0/2 Integration with ATM Network function 100 %
AMET
<17 17 18 19 20 21 22 23 24 25 26 >27
AMET-B2/4 Meteorological information service in SWIM 100 % 5.0 %
LSSIP Year 2020 Netherlands 53 Released Issue APTA
<17 17 18 19 20 21 22 23 24 25 26 >27
APTA-B0/1 PBN Approaches (with basic capabilities) 100 % 79.0 % APTA-B0/2 PBN SID and STAR procedures (with basic capabilities) 74.0 % APTA-B0/4 CDO (Basic) 100 % 60.0 % APTA-B0/5 CCO (Basic) 100 %
APTA-B1/1 PBN Approaches (with advanced 100 % capabilities) 79.0 % APTA-B1/2 PBN SID and STAR procedures (with 100 % advanced capabilities) 39.0 %
ASUR
<17 17 18 19 20 21 22 23 24 25 26 >27
ASUR-B0/1 Automatic Dependent Surveillance 100 % Broadcast (ADS-B)
ASUR-B0/3 Cooperative Surveillance Radar Downlink of 100 % Aircraft Parameters (SSR-DAPS)
COMI
<17 17 18 19 20 21 22 23 24 25 26 >27
COMI-B0/7 ATS Message Handling System (AMHS) 100 % 88.0 % COMI-B1/1 Ground-Ground Aeronautical 100 % Telecommunication Network/Internet Protocol Suite (ATN/IPS)
COMI-B2/1 Air-Ground ATN/IPS 100 % 7.5 %
DAIM
<17 17 18 19 20 21 22 23 24 25 26 >27
DAIM-B1/3 Provision of digital terrain data sets 100 % 58.0 % DAIM-B1/4 Provision of digital obstacle data sets 100 % 58.0 % DAIM-B2/1 Dissemination of aeronautical information in 100 % a SWIM environment 5.0 %
LSSIP Year 2020 Netherlands 54 Released Issue FICE
<17 17 18 19 20 21 22 23 24 25 26 >27
FICE-B0/1 Automated basic inter facility data exchange 100 % (AIDC)
FRTO
<17 17 18 19 20 21 22 23 24 25 26 >27
FRTO-B0/2 Airspace planning and Flexible Use of 100 % Airspace (FUA) 70.0 % FRTO-B1/3 Advanced Flexible Use of Airspace (FUA) and 100 % management of real time airspace data 15.5 % FRTO-B1/4 Dynamic sectorization 100 % 5.0 % FRTO-B1/5 Enhanced Conflict Detection Tools and 100 % Conformance Monitoring
NAVS
<17 17 18 19 20 21 22 23 24 25 26 >27
NAVS-B0/2 Satellite Based Augmentation Systems 100 % (SBAS) 79.0 %
NOPS
<17 17 18 19 20 21 22 23 24 25 26 >27
NOPS-B0/2 Collaborative Network Flight Updates 100 %
NOPS-B0/4 Initial Airport/ATFM slots and A-CDM 100 % Network Interface
NOPS-B1/1 Short Term ATFM measures 100 % 0.0 % NOPS-B1/2 Enhanced Network Operations Planning 100 % 78.0 % NOPS-B1/3 Enhanced integration of Airport operations 100 % planning with network operations planning
NOPS-B1/4 Dynamic Traffic Complexity Management 100 % 70.0 % NOPS-B1/5 Full integration of airspace management 100 % with air traffic flow management 15.5 % NOPS-B1/6 Initial Dynamic Airspace configurations 100 % 5.0 % NOPS-B1/8 Extended Arrival Management supported by 100 % the ATM Network function 20.0 %
LSSIP Year 2020 Netherlands 55 Released Issue RATS
<17 17 18 19 20 21 22 23 24 25 26 >27
RATS-B1/1 Remotely Operated Aerodrome Air Traffic 100 % Services 20.0 %
RSEQ
<17 17 18 19 20 21 22 23 24 25 26 >27
RSEQ-B0/1 Arrival Management 100 %
RSEQ-B0/2 Departure Management 100 %
RSEQ-B1/1 Extended arrival metering 100 % 20.0 % RSEQ-B2/1 Integration of arrival and departure No Plan management
SNET
<17 17 18 19 20 21 22 23 24 25 26 >27
SNET-B0/1 Short Term Conflict Alert (STCA) 100 %
SNET-B1/1 Enhanced STCA with aircraft parameters No Plan
SNET-B1/2 Enhanced STCA in complex TMAs 0.0 %
SURF
<17 17 18 19 20 21 22 23 24 25 26 >27
SURF-B0/2 Comprehensive situational awareness of 100 % surface operations
SURF-B0/3 Initial ATCO alerting service for surface 100 % operations
SURF-B1/1 Advanced features using visual aids to support 100 % traffic management during ground operations 70.0 % SURF-B1/3 Enhanced ATCO alerting service for surface 100 % operations 40.0 % SURF-B1/4 Routing service to support ATCO surface 100 % operations management 2.0 % SURF-B2/2 Comprehensive vehicle driver situational No Plan awareness on the airport surface
SURF-B2/3 Conflict alerting for pilots for runway No Plan operations
LSSIP Year 2020 Netherlands 56 Released Issue SWIM
<17 17 18 19 20 21 22 23 24 25 26 >27
SWIM-B3/1 Air/Ground SWIM for safety critical 100 % information 5.0 %
WAKE
<17 17 18 19 20 21 22 23 24 25 26 >27
WAKE-B2/7 Time based wake separation minima for 100 % arrival based on leader/follower static pair- 28.0 % wise
LSSIP Year 2020 Netherlands 57 Released Issue Detailed Objectives Implementation progress
Objective/Stakeholder Progress Code: Completed Not yet planned Ongoing Not Applicable Planned Missing Data Late
Main Objectives
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Harmonisation has been completed. LVNL can handle OAT as GAT. 31/12/2013 REG (By:12/2018) Militaire Completed Luchtvaart - - 100% 30/06/2011 Autoriteit Ministerie Completed van Infrastructu The Eurocontrol guidance material has been reviewed. ur en - 100% No revisions have to be made. 30/06/2011 Waterstaat - Directie Luchtvaart ASP (By:12/2018) Militaire Completed Harmonisation has been completed. LVNL can handle Luchtvaart - 100% OAT as GAT. 31/12/2013 Autoriteit LVNL - Completed Luchtverkee - - 100% rsleiding 31/12/2013 Nederland MIL (By:12/2018) Procedure design has been finalised. MIL actions in this Completed Militaire objective are planned and conducted in co-ordination Luchtvaart - 100% with the civil ASP. No revisions to legislations have to be 31/12/2013 Autoriteit made.
LSSIP Year 2020 Netherlands 58 Released Issue ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 70% Late Initial operational capability: 01/01/2011 Full operational capability: 01/01/2022 - The civil airspace controlled by LVNL is 24/7 available for air traffic. Within the military ATM structure, LARA is already installed as of October 2017 FOC.
LVNL is working together with CLSK and the Ministry of Infrastructure and Water Management on the further development of the Airspace Management Cell. The new set up of the AMC Netherlands is partially installed. It will consist of a FUA Cell civ/mil at the premises of MUAC 01/04/2023 ('nominal', installed) and a FUA Cell civ/mil at the premises of LVNL ('non-nominal'). It is expected to be operational by the summer of 2021.
The operational commissioning of LARA will coincide with the commissioning of iCAS, scheduled for winter 2022/2023. ASP (By:01/2022) As of October 2017, LARA is FOC at AOCS NM. According Completed plan the unit is transferred to LVNL at SCHIPHOL. This Air move has caused a setback in usage due to fact that it is Operations not connected to the operational system AAA. LARA V3 - 100% Control 31/12/2019 is implemented and running. Due to the setback usage Station of LARA on all airbases and ANSP positions is limited due to deployment. This implementation objective is connected to the PCP Late implementation of Airspace Management and Advanced Flexible Use of Airspace (S‐AF3.1) with a geographical scope of airspace at and above flight level 310. LVNL is not responsible for flights on and above flight level 310.
The civil airspace controlled by LVNL is 24/7 available for air traffic. At fixed, published times parts of the military LVNL - airspace including CDR's are handed over from MIL to Luchtverkee LVNL. Exemptions are co-ordinated manually. In order iPS – LARA 40% rsleiding 01/04/2023 to improve the efficient use of airspace further, Nederland implementation of LARA at LVNL is planned together with the implementation of iCAS. Activities concerning the implementation of LARA started in 2019. The interface between LARA and iCAS will first be available on the iCAS development and test system. The operational commissioning of LARA will coincide with the commissioning of iCAS, scheduled for winter 2022/2023. Completed Militaire LARA V3 is implemented within NL forces. Limited Luchtvaart deployment has occurred due to the transition towards - 100% 31/12/2018 Autoriteit LVNL.
LSSIP Year 2020 Netherlands 59 Released Issue ASM Management of Real-Time Airspace Data Timescales: AOM19.2 28% Late Initial operational capability: 01/01/2017 Full operational capability: 01/01/2022 - The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDRs for civil air traffic. For the further realisation of AOM 19.2, 31/12/2024 iCAS has to be implemented. The commissioning of iCAS is scheduled for winter 2022/2023. ASP (By:01/2022) The deadline for this implementation objective is Late connected to the PCP implementation of Airspace Management and Advanced Flexible Use of Airspace (S‐ AF3.1) with a geographical scope of airspace at and above flight level 310. LVNL is not responsible for flights on and above flight level 310. Therefore, the deadline of 31/12/2021 is not applicable to LVNL.
In the near future LVNL doesn't have the ability to LVNL - implement this objective other than the implementation Luchtverkee of LARA. For the further realisation of AOM 19.2, iCAS iPS – LARA 7% rsleiding 31/12/2024 has to be implemented. Shortly before and also Nederland afterwards, activities concerning this objective could start. Implementation of LARA at LVNL is planned together with the implementation of iCAS. Activities concerning the implementation of LARA started in 2019. The interface between LARA and iCAS will first be available on the iCAS development and test system. The operational commissioning of LARA will coincide with the commissioning of iCAS, scheduled for winter 2022/2023. LARA is installed at airbases and AMC levels. The LARA Late Air V3 incorporates the required features for NM Operations coordination. No real time data displayed on CWPs due - 50% Control 01/04/2023 to operation system limitations. Improvement foreseen Station with realisation of iCAS.
LSSIP Year 2020 Netherlands 60 Released Issue Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 3% Late Initial operational capability: 01/01/2014 Full operational capability: 01/01/2022 - The implementation of LARA V3 will fully support the automated process with regard to military rolling ASM process. The operational commissioning of LARA will coincide with the 31/12/2024 commissioning of iCAS, which is scheduled for winter 2022/2023. ASP (By:01/2022) The deadline for this implementation objective is Late connected to the PCP implementation of Airspace Management and Advanced Flexible Use of Airspace (S‐ AF3.1) with a geographical scope of airspace at and above flight level 310. LVNL is not responsible for flights on and above flight level 310. Therefore the deadline of 31/12/2021 is not applicable to LVNL. LVNL - Luchtverkee For the further realisation of AOM 19.3, iCAS has to be - 0% rsleiding implemented. The adaption of ASM systems to support 31/12/2024 Nederland a full rolling ASM/ATFCM process by implementing LARA is ongoing however the implementation of procedures and processes is not yet planned, but this activity will be scheduled after the commissioning of iCAS, which is scheduled for winter 2022/2023 therefore a provisional implementation date is mentioned. The operational commissioning of LARA will coincide with the commissioning of iCAS. Air The implementation of LARA V3 will fully support the Late Operations automated process with regard to rolling ASM process. - 5% Control Procedures and processes have to be designed 01/04/2023 Station accordingly once V3 is operational.
LSSIP Year 2020 Netherlands 61 Released Issue Management of Pre-defined Airspace Configurations Timescales: AOM19.4 10% Late Initial operational capability: 01/01/2018 Full operational capability: 01/01/2022 - For the implementation of AOM 19.4 the new iCAS must first be implemented. The adaption of ATM systems to support the management of ASM solutions and pre-defined airspace configurations is ongoing however the implementation of procedures is not yet planned, but 31/12/2024 this activity will be scheduled after the commissioning of iCAS, which is scheduled for winter 2022/2023, therefore a provisional implementation date is mentioned. The operational commissioning of LARA will coincide with the commissioning of iCAS. ASP (By:01/2022) The deadline for this implementation objective is Late connected to the PCP implementation of Airspace Management and Advanced Flexible Use of Airspace (S‐ AF3.1) with a geographical scope of airspace at and above flight level 310. LVNL is not responsible for flights on and above flight level 310. Therefore, the deadline of 31/12/2021 is not applicable to LVNL. LVNL - Luchtverkee For the implementation of AOM 19.4, the new iCAS - 10% rsleiding must first be implemented. The adaption of ATM 31/12/2024 Nederland systems to support the management of ASM solutions and pre-defined airspace configurations is ongoing however the implementation of procedures is not yet planned, but this activity will be scheduled after the commissioning of iCAS, which is scheduled for winter 2022/2023 therefore a provisional implementation date is mentioned. The operational commissioning of LARA will coincide with the commissioning of iCAS.
Free Route Airspace
Not AOM21.2 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - No civil local FRA airspace has been identified in the Amsterdam FIR below FL245. Military system improvements have been implemented. 24-hour FRA operations is offered by MUAC - between FL245 and FL660 since December 2019. ASP (By:01/2022) Militaire Not No local FRA airspace has been identified in the Free Route Luchtvaart 0% Applicable Amsterdam FIR below FL245. Airspace Autoriteit - The deadline for this implementation objective is Not connected to the PCP implementation of S‐AF3.2 Free Applicable LVNL - Route with a geographical scope of airspace at and Luchtverkee above flight level 310. LVNL is not responsible for flights Free Route 0% rsleiding on and above flight level 310, LVNL provides ANS below Airspace - Nederland FL245. Therefore the deadline of 31/12/2021 is not applicable to LVNL. In addition no civil local FRA airspace has been identified in the Amsterdam FIR below FL245.
LSSIP Year 2020 Netherlands 62 Released Issue Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 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 manoeuvring 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 manoeuvring surface capacity and to take full advantage of the availability of ground labels. 31/12/2009 Simultaneous use of two landing runways during LVC should take place within the next years. While primary ground surveillance does not have full coverage, it appears that the recently improved coverage and reliability of the Multilateration information no longer make full primary ground surveillance necessary. Further introduction of 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. REG (By:12/2010) At the time when A-SMGCS became operational at Completed Ministerie Schiphol - before Nov 2007 (EC Regulation No van 1315/2007 on safety oversight in ATM) - there was no Infrastructu legislation in force requiring for the approval of safety- ur en significant changes to ATC systems by IVW (CAA-NL). - 100% 31/12/2009 Waterstaat - Further introduction of safety-significant changes to A- Directie SMGCS are now subject to compliance with this Luchtvaart regulation (review and acceptance by CAA-NL of the safety arguments). ASP (By:01/2021) LVNL - Completed Luchtverkee Same as in the overall comment. - 100% rsleiding 31/12/2008 Nederland APO (By:01/2021) At Amsterdam Airport Schiphol, this Objective has been Completed Amsterdam implemented under the responsibility of LVNL and not Airport - 100% that of AAS. AAS has completed its participation in the 31/12/2008 Schiphol local actions, where the case.
LSSIP Year 2020 Netherlands 63 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 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 31/12/2010 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. ASP (By:01/2021) LVNL - Completed See general comment. Personnel has been trained in the Luchtverkee use of the systems as part of the process of - 100% rsleiding 31/12/2010 implementing changes. Nederland APO (By:01/2021) A multi-lateration system supporting the use of the Completed Amsterdam labels in relation with the ground surveillance Airport equipment by Tower control is operational at Schiphol - 100% 31/12/2010 Schiphol airport. The implementation of a Runway Incursion Alerting System at Schiphol airport has been completed.
Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 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 31/05/2018 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. ASP (By:01/2021) LVNL participates together with Schiphol Airport and Completed Dutch Airlines in a CDM Platform. This platform uses the LVNL - Eurocontrol CDM manual as input for its activities. LVNL Airport CDM Luchtverkee is a member of the Eurocontrol CDM Taskforce. implementa 100% rsleiding Implementation has started in 2009. In Q2 2015 CPDSP tion 31/05/2018 Nederland was taken in operational use. The start of exchange of Schiphol DPI messages with the Eurocontrol Network Manager was effectuated in May 2018. APO (By:01/2021) LVNL and Amsterdam Airport Schiphol work together on Completed a number of CDM activities. Implementation has started Airport CDM Amsterdam in 2009. In Q2 2015 CPDSP was taken in operational use. implementa Airport 100% The start of exchange of DPI messages with the tion 31/05/2018 Schiphol Eurocontrol Network Manager was effectuated in May Schiphol 2018.
LSSIP Year 2020 Netherlands 64 Released Issue Time-Based Separation Timescales: AOP10 28% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 EHAM - Amsterdam Airport The Ministry has funded research for the possible use of TBS at Schiphol. The results of these studies were ready in 2016, including a business case with possible benefits for Schiphol. 01/07/2021 End 2020 a change for TBS implementation is notified to the CA. The change notification will be assessed in Q1 2021. REG (By:01/2024) Inspectie Ongoing End 2020 a change for TBS implementation is notified to Leefomgevi the CA. The change notification will be assessed in Q1 - 53% ng en 01/02/2021 2021. Transport Ministerie Ongoing van The Ministry as funded research into the possible use of Infrastructu TBS at Schiphol. The results of these studies were ready ur en - 29% in 2016, including a business case with possible benefits 01/03/2021 Waterstaat - for Schiphol. Directie Luchtvaart ASP (By:01/2024) LVNL - Ongoing Luchtverkee - RECAT-TBS 26% rsleiding 01/07/2021 Nederland
Initial Airport Operations Plan Timescales: AOP11 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 01/01/2021 EHAM - Amsterdam Airport Lots of information is already shared through the airport CDM program, which still has to be disclosed to the NM. For the initial airport operations plan an analysis will be made with regard 31/12/2019 to this and the required information and how to design such a plan. The project was completed by 31-12-2019. ASP (By:01/2021) LVNL - Completed Lots of information was already shared for Airport CDM. Luchtverkee For the initial airport operations plan the currently - 100% rsleiding 31/12/2019 provided information to the AOP is sufficient. Nederland APO (By:01/2021) Implementa Completed tion of AOP The Information of the iAOP will be used in the new Schiphol Amsterdam APOC, opening in 2020. The information provide Airport / Airport stakeholders situational awareness on the day of 100% Implementa 31/12/2019 Schiphol operations. With the AOP information stakeholders are tion of APOC able to manage the day of operations. Schiphol Airport
LSSIP Year 2020 Netherlands 65 Released Issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 40% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 EHAM - Amsterdam Airport Electronic Flight Strips are implemented in April 2019, subsequently the detection of conflicting clearances and conformance monitoring will be implemented. This will be done with a phased 31/12/2025 approach. ASP (By:01/2021) Electronic Flight Strips are implemented in April 2019, Late subsequently first the detection of conflicting clearances will be implemented based on inputs of clearances given to aircraft or vehicles into the Electronic Flight Strips. This will be introduced in phases, with more and more types of clearances being added. In March 2020, LVNL has created a safety net so that air traffic controllers LVNL - receive a digital warning if they want to use a runway Luchtverkee that is not currently in use. An additional warning will - 40% rsleiding 31/12/2025 follow if the air traffic controller then gives permission Nederland to take off or land on that runway. These warnings prevent planes from taking off or landing on runways that are not in use. In addition to the phased introduction of detection and alerting of conflicting ATC clearances, the detection of non‐conformance to procedures and clearances (CMAC) for traffic on the movement area will be implemented. APO (By:01/2021) Amsterdam Not Airport - - 0% Applicable Schiphol -
LSSIP Year 2020 Netherlands 66 Released Issue Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 2% Late Initial operational capability: 01/01/2016 Full operational capability: 01/01/2024 EHAM - Amsterdam Airport This project will not start before the Tower FDP/RDP System has been replaced. Activities to 31/12/2025 implement the automated assistance are not expected to start before 2023. REG (By:01/2024) Ministerie Ongoing van Infrastructu ur en NLR has started doing research in 2018. - 10% 31/12/2023 Waterstaat - Directie Luchtvaart ASP (By:01/2024) The objective AOP13 Automated Assistance to Late Controller for Surface Movement Planning and Routing will be implemented as one of the functional modules of the TWR system that will be implemented in a phased approach.
LVNL - The A‐SMGCS Routing service provides the generation of Luchtverkee taxi routes, with the corresponding estimated taxi times - 0% rsleiding for planning considerations. This function calculates the 31/12/2025 Nederland most operationally relevant route, which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement. Taxi routes may be modified by the air traffic controller before being assigned to aircraft and vehicles. The controller working position allows the controller to manage surface route modification and creation.
LSSIP Year 2020 Netherlands 67 Released Issue Ground-Based Safety Nets
Not ATC02.8 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. - APW is not a PCP pre-requisite because there is no FRA; nonetheless, an APW function will be implemented in iCAS, the new FDP system. ASP (By:01/2022) Due to the flat landscape and the availability and use of Not LVNL - ILS's, there is no use for an MSAW or APM function in Applicable Luchtverkee The Netherlands. - 0% rsleiding LVNL will not provide services in FRA, therefore APW is - Nederland not a PCP pre-requisite.
Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 0% Late Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - Activities will start around 2025. 31/12/2026 ASP (By:12/2020) The STCA system that is used at ACC is expected to Late cause too many nuisance alerts in the Approach area due to the dynamic radar vectoring operation in the Schiphol TMA. The introduction of RNAV approaches in the TMA and LVNL - improved planning will reduce the complexity and will Luchtverkee create a need for the use of additional safety tools in - 0% rsleiding TMA operation. An expansion of RNAV/RNP route usage 31/12/2026 Nederland is expected in the coming years. Furthermore, STCA voor APP will not be developed anymore in AAA. When operationally required it will be implemented in ICAS. ICAS implementation is planned for winter 2022/2023. Development of STCA for APP is not yet planned, a preliminary date is used.
LSSIP Year 2020 Netherlands 68 Released Issue AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 EHAM - Amsterdam Airport LVNL has basic arrival management functions in line with the EUROCONTROL specifications in place. An advanced Arrival Manager for Schiphol, named AMAN 1.0, is implemented in nov 31/12/2018 2018, this implemented improved Trajectory Predictor (TP), Delta-T indication and Preview Window. ASP (By:01/2020) LVNL has basic arrival management functions in line Completed with the EUROCONTROL specifications in place since 2009. An advanced Arrival Manager for Schiphol, named AMAN 1.0, is implemented in nov 2018. Amsterdam Schiphol LVNL - AMAN 1.0 implemented improved Trajectory Predictor AMAN 1.0 / Luchtverkee (TP), Delta-T indication and Preview Window. As part of Extended 100% rsleiding 31/12/2018 AMAN 1.0 a user friendly arrival manager is deployed Arrival Nederland which supports controllers to optimize traffic flows to Managemen Schiphol airport and is a good basis for further t development of AMAN. To improve the quality of prediction of the arrival manager a new version under the name AMAN 2.0 will be implemented (see ATC15.1).
Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - 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 usefull for the LVNL operation. All these functions will also be a part of the new iCAS system. ASP (By:01/2022) LVNL - Completed AAA has all the necessary functions on MTCD which are Luchtverkee useful for the LVNL operation. All these functions will - 100% rsleiding - also be a part of the new iCAS system. Nederland
LSSIP Year 2020 Netherlands 69 Released Issue Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 50% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 - 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 31/12/2022 exchange with adjacent centers can be realized after the implementation of iCAS which is planned for the end of 2021. ASP (By:12/2019) The AMAN 1.0 project implemented in 2018 the Late Advanced Schiphol Arrival Planner (ASAP). To complete the ATC15.1 implementation objective the AMAN 2.0 project is needed. This project is delayed because of a shortage in resources and tasks are more complicated and take more time than planned.
The project AMAN 1.0 implemented 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 receipt of ACT messages and extending the correlation area).
The Schiphol AMAN 2.0 project builds on the new arrival Amsterdam management system ASAP implemented through the Schiphol LVNL - Schiphol AMAN 1.0 project. The AMAN 2.0 project AMAN 2.0 / Luchtverkee consists of a number of improvements, which were Extended 50% rsleiding 31/12/2022 placed out of scope of the AMAN 1.0 project for reasons Arrival Nederland of transition planning and phased deployment of Managemen improvements. t
The main improvements of AMAN 2.0 are: 1) Improved meteo information for trajectory prediction This change involves adopting an improved meteo model and a more refined grid (high resolution) 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 trajectory prediction 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.
LSSIP Year 2020 Netherlands 70 Released Issue Arrival Management Extended to En-route Airspace Timescales: ATC15.2 20% Late Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 - In 2017, LVNL has developed an AMAN roadmap. Extended AMAN to en-route airspace is part 31/12/2024 of this roadmap. The implementation date has been delayed. ASP (By:01/2024) A project for implementing an Extended AMAN horizon Late to 180-200 NM for ACC sector 3, with involvement of XMAN LVNL - three upstream centers (Reims-MUAC-Skeyes), is on Reims- Luchtverkee hold as a result of financial cuts due to COVID-19 and MUAC- 20% rsleiding the end date has been delayed. This project makes the 31/12/2024 Belgocontrol Nederland technical system suitable for further expansion. The -LVNL expansion to all sectors will be implemented after completion of this project.
Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 88% Late Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - 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 31/12/2022 communications messages it's not yet clear if they will be implemented in iCAS.
ASP (By:01/2022) The majority of the messages have been implemented. Late 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. LVNL - ABI, ACT, AMA, LAM and REL messages are part of daily Luchtverkee operation. - 88% rsleiding 31/12/2022 Not all lines of action have been completed and will not Nederland 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.
LSSIP Year 2020 Netherlands 71 Released Issue Migrate from AFTN to AMHS Timescales: COM10 88% Late Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - AMHS capability has been implemented with the Amadeus system. The migration to AMHS connections with adjacent centres is progressing as planned. 31/12/2024 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. ASP (By:12/2018) AMHS capability has been implemented with the Late Amadeus system. The migration to AMHS connections with adjacent centres is progressing as planned. LVNL - Currently LVNL has no activities concerning the Luchtverkee implementation of extended ATSMHS. Because this is no - 88% rsleiding 31/12/2024 PCP requirement, LVNL will also not work on this part of Nederland the objective for the years to come. Other implementation objectives related to PCP have our first priority. Air Late Due to the co-location, AMHS capability has been Operations implemented with the Amadeus system. See comment - 88% Control 31/12/2024 LVNL. Station
Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 8% Late Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - As part of the civil-military co-operation, this objective will be a joint development of RNLAF and LVNL. A common (LVNL and MIL ANSP) Civ Mil VCS project is ongoing. This will make the 31/12/2022 use of VoIP possible. As the present VoIP encounters technical issues (timing) the implementation will be postponed. ASP (By:01/2022) Air Not yet Operations AOCS will use the same VCS as LVNL. All applicable to planned - 0% Control LVNL will be applicable to AOCS. - Station LVNL - A common (LVNL and MIL ANSP) Civ Mil VCS project is Late Luchtverkee ongoing. This will make the use of VoIP possible. LVNL - 17% rsleiding will implement inter-centre telephony as a next step 31/12/2022 Nederland that is expected to end in 2023.
LSSIP Year 2020 Netherlands 72 Released Issue Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 7% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 - A common (LVNL and MIL ANSP) Civ Mil VCS project is ongoing. This will make the use of VoIP possible. LVNL will implement inter-centre telephony as a next step that is expected to end in 31/12/2022 2022. ASP (By:12/2023) LVNL - Ongoing Luchtverkee A common (LVNL and MIL ANSP) Civ Mil VCS project is - 7% rsleiding ongoing. This will make the use of VoIP possible. 31/12/2022 Nederland
New Pan-European Network Service (NewPENS) Timescales: COM12 100% Completed Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 01/01/2025 - LVNL is involved in a European NewPENS project which is led by Eurocontrol. The implementation of the NewPENS connection and the migration of applications and services to 31/12/2020 the NewPENS environment are completed. ASP (By:01/2025) LVNL is involved in a European NewPENS project, which Completed is led by Eurocontrol. The supplier of the newPENS LVNL - gateway has been procured; the contract is signed in Luchtverkee April 2018. The first phase, the implementation of the - 100% rsleiding 31/12/2020 NewPENS connection is completed. Also the second Nederland phase, the migration of applications and services to the NewPENS environment, is completed. APO (By:01/2025) Amsterdam Not Airport - - 0% Applicable Schiphol - Not Regional - - 0% Applicable Airports -
LSSIP Year 2020 Netherlands 73 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 60% Late Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 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 31/12/2024 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. ASP (By:12/2023) RNAV transitions to runways at Schiphol with CDO for Late night time are already in use. For these low-noise procedures a continuously descending flight path without level segments is to be flown in a low power and low drag configuration. Route and runway use is LVNL - part of Dutch legislation, including the RNAV transitions Luchtverkee for night time use. LVNL has planned actions for day - 50% rsleiding 31/12/2024 time use of initial continuous descent operations Nederland enabled by PBN. There is still the issue concerning lower capacity when RNP1 approaches are combined with CDOs. Therefore, RNP1 approaches combined with CDOs are, according to current expectations, possibly only used during low density hours. APO (By:12/2023) Amsterdam Completed Airport Same as for LVNL. - 100% 31/12/2013 Schiphol
Collaborative Flight Planning Timescales: FCM03 100% Completed Initial operational capability: 01/01/2000 Full operational capability: 01/01/2022 - The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. 30/06/2011 The level of GAT traffic controlled by Mil ANSP does not justify the implementation of the requested data exchange with the CFMU. ASP (By:01/2022) LVNL - The implementation of CFMU software updates is part Completed Luchtverkee of the standard upgrade processes of LVNL. ASP11, - 100% rsleiding usage of IFPLID (ASP11) is deemed not applicable 30/06/2011 Nederland because it cannot be justified by a business case.
LSSIP Year 2020 Netherlands 74 Released Issue Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 0% Late Initial operational capability: 01/11/2017 Full operational capability: 01/01/2022 - In 2017 LVNL started activities on the further development of capacity management. For STAM phase 2 it is planned to build the required features, like a what-if function, into these systems 31/12/2022 and to develop and implement measures and procedures. ASP (By:01/2022) There are several activities going on at LVNL to smooth Late sector workloads and further development of capacity management by a system supported approach. A work load model (WLM) is implemented and a decision support tool (DST) is being developed. These activities LVNL - will continue in 2021 and 2022. Luchtverkee - 0% rsleiding For STAM phase 2 it is planned to build the required 31/12/2022 Nederland features, like a what-if function, into these systems and to develop and implement measures and procedures. LVNL will investigate whether this is still fully feasible in view of the COVID-19 budget cutbacks or whether partial use can be made of the application made available by NM.
Interactive Rolling NOP Timescales: FCM05 78% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 01/01/2022 - Amsterdam Airport Schiphol provides all required data to the NM. The Project integration AOP 31/12/2021 with NOP was delayed by Eurocontrol, but will still be finalised on time in 2021. ASP (By:01/2022) This IO is completed according to the current NOP Completed facilities. If new requirements in the future will arise, LVNL - new training has to be performed. Luchtverkee - 100% rsleiding - Nederland
APO (By:01/2022) Amsterdam Ongoing All required data is provided to the Network Manager Airport - 55% for DDR. 31/12/2021 Schiphol
LSSIP Year 2020 Netherlands 75 Released Issue Traffic Complexity Assessment Timescales: FCM06 70% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - 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.e. on traffic and weather circumstances. The WLM will be enhanced for the Schiphol TMA / APP and further 31/12/2021 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. ASP (By:01/2022) LVNL has implemented a WorkLoad Model (WLM) that Ongoing LVNL - is based on ETFMS data. The WLM is in use to predict Luchtverkee and monitor ACC sector workload based i.e. on traffic - 70% rsleiding 31/12/2021 and weather circumstances. A project is ongoing to Nederland improve WLM for APP and ACC sectors.
Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 58% Late Initial operational capability: 01/11/2014 Full operational capability: 01/01/2019 - 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 31/12/2021 worked out by LVNL, AAS and Kadaster. REG (By:01/2019) Ministerie Late van AIM Road Map is the current policy document. All Infrastructu relevant stakeholders are involved and an ur en implementation planning is being established. Specific - 63% 31/12/2021 Waterstaat - implementation details are being worked out by LVNL, Directie AAS and Kadaster. Luchtvaart ASP (By:01/2019) The AIM Roadmap will be used to create an LVNL plan. Late LVNL - Service Level Agreement (SLA) with LVNL and Kadaster Luchtverkee regarding Electronic Terrain and Obstacle Database has - 55% rsleiding been signed in 2019. After SLA is defined, systems will 31/12/2021 Nederland be made compatible. The implementation is planned to be finished in December 2021. APO (By:01/2019) Amsterdam Late The implementation is planned to be finished in Airport - 50% December 2021. 31/12/2021 Schiphol
LSSIP Year 2020 Netherlands 76 Released Issue Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 5% Late Initial operational capability: 01/01/2018 Full operational capability: 01/01/2025 - LVNL started with and planned to implement services which support the exchange of 31/12/2025 cooperative network information using the SWIM yellow profile. ASP (By:01/2025) LVNL - Late LVNL started with and planned to implement services Luchtverkee which support the exchange of cooperative network - 5% rsleiding 31/12/2025 information using the SWIM yellow profile. Nederland MIL (By:01/2025) Militaire Planned Luchtvaart - - 0% 31/12/2024 Autoriteit APO (By:01/2025) Regional Ongoing - - 10% Airports 31/12/2021 Amsterdam Ongoing Airport - - 10% 31/12/2021 Schiphol
Aircraft Identification Timescales: ITY-ACID 90% Late Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The implementation in the TMAs of smaller airfields is ongoing. 01/04/2023 The military ANSP has completed the required procedures and system introduction as of 09 October 2013. The declaration of the applicable airspace as required by the IR1206 and 1207/2011 is ongoing. ASP (By:01/2020) Downlinked aircraft identification is completely Late integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The implementation in the TMA's LVNL - of Groningen-Eelde (EHGG) and Maastricht-Aachen Luchtverkee (EHBK) is ongoing and will be effectuated when iCAS is - 80% rsleiding 01/04/2023 in place (planned winter 2022/2023). Nederland LVNL has received an exemption from ILT for the implementation on regional airports Beek and Eelde until iCAS is installed. The commissioning of iCAS is scheduled for winter 2022/2023. Militaire Completed Luchtvaart - - 100% 11/10/2013 Autoriteit Air The military ANSP has completed the required Completed Operations procedures and system introduction as of 09 October - 100% Control 2013. The declaration of the applicable airspaces as 11/10/2013 Station required by the IR1206 and 1207/2011 is ongoing
LSSIP Year 2020 Netherlands 77 Released Issue 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: ITY-ADQ 100% Completed 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 - 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 30/06/2017 2013; the remaining have been signed in 2016. LVNL finished implementing a new database in Q2 2017. REG (By:06/2017) The relevant civil stakeholders are ISO certified. Completed 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. Inspectie Finalisation thereof is now foreseen Q1 2017. Proposed Leefomgevi change have been notified to the NSA. Safety - 100% ng en 30/06/2017 assessment reports are part of proposed changes as Transport appropriate. Verification of EU regulation 73/2010 within the ANSP is executed and formal arrangements with MIL (RNLAF), Amsterdam Airport Schiphol and MUAC have been signed. A Task Force (AIS/AIM) has been established with all Completed Militaire relevant parties involved. Verification of objectives has Luchtvaart been performed end 2014. reporting on progress in - 100% 30/06/2015 Autoriteit 2015. presently the implementation of eTOD is the main focus. ASP (By:06/2017) A Task Force (AIS/AIM) has been established with all Completed 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. Militaire Military will not fully comply with the ADQ requirements Luchtvaart but the exchange of data with regard to civil aviation - 100% 31/07/2015 Autoriteit 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. For static data a new database with supporting modules Completed FABEC AIM is implemented in 6 steps. The first step has been Task Force / completed mid-2014. The final step, the interfaces with LVNL - Implementa external systems, was completed in Q2 2017. Luchtverkee tion of For dynamic data EAD rel.9 is used, which implements 100% rsleiding Aeronautical 30/06/2017 most of the quality requirements. The level of Nederland Data Quality compliance is published in the AIP. (ADQ) at Training has been completed in 2017. LVNL LVNL has finished the project ADQ in 2017.
LSSIP Year 2020 Netherlands 78 Released Issue 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: ITY-ADQ 100% Completed 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 - 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 30/06/2017 2013; the remaining have been signed in 2016. LVNL finished implementing a new database in Q2 2017. APO (By:06/2017) A Task Force (-van AIS naar AIM-) has been established Completed Amsterdam with all relevant parties involved. An SLA concerning Airport - 100% data quality between Schiphol and LVNL has been laid 30/06/2017 Schiphol down.
Initial ATC Air-Ground Data Link Services
Not ITY-AGDL (Outside Applicability Area) 0% Applicable Timescales: - 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 Completed 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 Ministerie is envisaged by the ANSP, it will be adequately van addressed by the safety oversight process of ILT (CAA- Infrastructu NL) in collaboration with the other 3 MUAC States. ur en Safety argumentation of the changes imposed by the - 100% 28/02/2013 Waterstaat - implementation of the Data Link Services will be Directie reviewed as appropriate. Only PM-CPDLC equipped Luchtvaart 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). ASP (By:02/2018) LVNL - Not Luchtverkee N/A, as only airspace below FL195 is being covered in Applicable - 0% rsleiding the NL LSSIP. See also the LSSIP of Maastricht UAC. - Nederland MIL (By:01/2019) Militaire Not N/A, as MIL ANSP does not provide GAT services above Luchtvaart - 0% Applicable FL245. Autoriteit -
LSSIP Year 2020 Netherlands 79 Released Issue 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 ITY-AGVCS2 100% Completed 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 - 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 31/12/2018 frequencies has been achieved. All ANSP frequencies were converted before 2016. MIL aircraft will be retrofitted or withdrawn. REG (By:12/2018) Exemptions from mandatory carriage of 8.33 equipment Completed Ministerie are described in NL AIP. In 2013 an AIC-A is issued van containing obligations for operators following EC Infrastructu 1079/2012. Enforcement on 8.33 kHz channel spacing ur en capability is executed. The Commission is informed - 100% 31/12/2016 Waterstaat - concerning the 25% target and converted or not Directie converted OPC frequencies. All frequency assignments Luchtvaart in the Table COM 2 of ICAO Doc 7754 have been converted to 8.33 kHz. Exemptions from mandatory carriage of 8.33 equipment Completed are described in NL AIP ENR 1.8. AIC-A 06/2013 (Dec Militaire 2013) is issued containing obligations of operators Luchtvaart - 100% following EC 1079/2012. Oversight activities on 8.33 kHz 31/12/2016 Autoriteit channel spacing capability is executed during 2014 and will be continued as appropriate. ASP (By:12/2018) Militaire Completed Full implementation of the 8.33 transition has been Luchtvaart - 100% executed according planning. 31/12/2016 Autoriteit LVNL - Completed Luchtverkee Full implementation of the 8.33 transition has been - 100% rsleiding executed according planning. 30/06/2015 Nederland MIL (By:12/2020) The NL Defense organization is fully compliant and has Completed Militaire completed the implementation of 8.33Khz. Ground and Luchtvaart - 100% aerial systems are operational. Some aircraft type are 31/12/2018 Autoriteit not compliant and are exempted of the rule. APO (By:12/2018) Amsterdam Completed Airport - - 100% 31/12/2017 Schiphol Militaire Completed Luchtvaart Conversion to 8,33 kHz is completed. - 100% 31/12/2015 Autoriteit
LSSIP Year 2020 Netherlands 80 Released Issue 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 ITY-FMTP 100% Completed 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 - 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. 31/12/2014 From a regulatory perspective, the relevant (EC) SES regulations, complemented by the Community specification for FMTP, apply directly and mandatorily in the Netherlands. ASP (By:12/2014) The FMTP has been integrated in the civil ATM system Completed Militaire since May 2009. All connections have been put into Luchtvaart - 100% service according to an international plan. FMTP 31/12/2014 Autoriteit implementation over IPv6 has started in 2014. LVNL - Completed Luchtverkee - - 100% rsleiding 31/12/2014 Nederland MIL (By:12/2014) Militaire FMTP was implemented with the introduction of the Completed Luchtvaart new ATC system SAS. After the co-location in dec 2017 - 100% 31/10/2013 Autoriteit the service is depending on the LVNL systems.
Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 100% Completed EHS and ADS-B Out in transport-type State aircraft : 07/12/2020 ELS in transport-type State aircraft : 07/12/2020 Ensure training of MIL personnel: 07/12/2020 Retrofit aircraft capability: 07/12/2020 - The interoperability of all LVNL surveillance data is ensured; all personel is trained. MIL 31/12/2014 surveillance chain is compliant. MIL fixed wing transport aircraft are equipped. REG (By:02/2015) In light of the requirements for safety oversight of Completed changes to the ATM system, when a change on the implementation of the systems contributing to the Ministerie provision of surveillance data is envisaged by the ANSP, van it will be adequately addressed by the safety oversight Infrastructu process of ILT (CAA-NL). Safety argumentation of the ur en - 100% changes imposed by the implementation of the systems 31/12/2013 Waterstaat - contributing to the provision of surveillance data will be Directie reviewed as appropriate. In case the severity class of Luchtvaart identified risks is 1 or 2, or if the implementation of the changes requires the introduction of new aviation standards. ASP (By:02/2015) LVNL - Completed Luchtverkee The interoperability of all surveillance data is ensured. - 100% rsleiding All personnel is trained. 31/12/2012 Nederland
LSSIP Year 2020 Netherlands 81 Released Issue Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 100% Completed EHS and ADS-B Out in transport-type State aircraft : 07/12/2020 ELS in transport-type State aircraft : 07/12/2020 Ensure training of MIL personnel: 07/12/2020 Retrofit aircraft capability: 07/12/2020 - The interoperability of all LVNL surveillance data is ensured; all personnel is trained. MIL 31/12/2014 surveillance chain is compliant. MIL fixed wing transport aircraft are equipped. MIL (By:12/2020) Military surveillance chain is compliant. Mil surveillance Completed Militaire data is also used by civil ANSP via RADNET. Transport Luchtvaart - 100% type fixed wing a/c are compliant, equipage of other 31/12/2014 Autoriteit state aircraft is considered.
RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 74% Ongoing One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - RNAV1 SIDs in TMA Operations are implemented for Schiphol and regional airports. MIL has implemented RNAV usage. RNAV1 STARs to instrument RWYs at regional airports will be 06/06/2030 implemented as required by PBN Regulation (EU) 2018/1048.
REG (By:06/2030) Inspectie Completed Leefomgevi - - 100% ng en 02/01/2020 Transport ASP (By:06/2030) RNAV1 SIDs in TMA Operations are implemented for Ongoing Schiphol and regional airports.
RNAV1 night procedures for approach (transitions) in the Schiphol TMA (STAR) to RWYs 06, 18R and 18C are implemented, additional transitions to other RWYs used in night time are expected. A RNAV1 day procedure for approach (transitions) in the Schiphol TMA (STAR) to RNAV1 and LVNL - RWY 36R is implemented, for the other runways RNP-APCH Luchtverkee implementation of initially RNAV1 and finally RNP1 approaches 64% rsleiding 06/06/2030 transitions are scheduled before the end of 2023. LVNL Amsterdam Nederland is looking for a solution to use RNAV1 and later RNP1 Schiphol transitions without losing capacity for landings on SPL during busy traffic periods at day time.
RNAV1 STARs to instrument RWYs at regional airports will be implemented as required by PBN Regulation (EU) 2018/1048.
Militaire Completed Luchtvaart - - 100% 31/01/2010 Autoriteit
LSSIP Year 2020 Netherlands 82 Released Issue RNP 1 in TMA Operations Timescales: Start: 07/08/2018 NAV03.2 39% Ongoing All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - LVNL has set the first step by designing and implementing a transition from IAF ARTIP to ILS 36R at Schiphol for day time use in accordance to RNAV1 which can later be regarded as an RNP1 transition and will be published as such in the AIP. LVNL is looking for a solution to use 25/01/2024 RNAV1 and later RNP1 transitions without losing capacity for landings on SPL during busy traffic periods at day time. Activities for the remaining Schiphol runways are planned. REG (By:06/2030) Ministerie Completed DGLM will publish a new PBN Roadmap for the van Amsterdam FIR for 2020-2030 in Q1 2021. Together Infrastructu with the PBN transition plan (made by the ANSP) the ur en - 100% PBN Roadmap 2020-2030 will cover all PBN related 31/12/2020 Waterstaat - plans and upcoming policy decisions for the years to Directie come. Luchtvaart Inspectie Completed Leefomgevi - - 100% ng en 02/01/2020 Transport ASP (By:06/2030) RNAV transitions are already used at Schiphol (EHAM) Ongoing for night time approaches to ILS on runways 06, 18R, 18C. For Schiphol a RNAV transition from IAF ARTIP to ILS 36R in published for day time use in accordance to RNAV1. Activities for the remaining Schiphol runways are planned
For daytime use of RNP 1 arrival and departure procedures with Radius to Fix a new airspace concept RNAV1 and LVNL - has been designed in the National Airspace Review RNP-APCH Luchtverkee program. LVNL is looking for a solution to use RNAV1 approaches 30% rsleiding and later RNP1 approach procedures (transitions) for 25/01/2024 Amsterdam Nederland without losing capacity for landings on SPL during busy Schiphol traffic periods at day time.
Some Schiphol SIDs use RF legs (RWYs 18C and 24) and for the RNAV transition to 18C RF legs are used. All current RNAV arrival and departure procedures can later be regarded as RNP1 and will be published as such in the AIP.
LSSIP Year 2020 Netherlands 83 Released Issue RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 Instrument RWY ends without precision approach in EU SES States, at NAV10 Non-PCP airports: 03/12/2020 79% Ongoing Instrument RWY ends served by precision approach (including PCP airports): 25/01/2024 Instrument RWY ends without precision approach in EU SES States, at PCP airports: 25/01/2024 - At Schiphol Airport (EHAM) 7 RNP approach procedures for RWY's served by precision approach are required. The RNP approach procedures to RWY's 22, 06, 18C and 36R are published in the national AIP, the RNP procedures for RWY's 18R, 27, 36C are scheduled to be published in AIP at the end of 2022. 31/12/2021
Roadmap will be published Q1 2021. Working on finalising the PBN transition plan. REG (By:01/2024) EASA was reviewed in 2011 and policy decision was Completed Ministerie made to mandate RNAV-1 24/7 for all IFR flights to and van from EHAM. Regulatory material is published in Q3 Infrastructu 2012. Relevant changes have been made to the AIP. ur en From 15th November 2012, RNAV-1 is compulsory for - 100% 31/12/2020 Waterstaat - EHAM IFR air traffic. Directie Luchtvaart Roadmap will be published Q1 2021. Working on finalising the PBN transition plan. ASP (By:01/2024) At Schiphol Airport (EHAM) 7 RNP approach procedures Ongoing for RWY's served by precision approach are required. The RNP approach procedures to RWY's 22, 06, 18C and 36R are published in the national AIP, the RNP procedures for RWY's 18R, 27, 36C are scheduled to be published in AIP in June 2021.
At Schiphol Airport (EHAM) 3 RNP approach procedures to RWY's without precision approach are required. The RNP approach procedure to RWY 24 is published in the national AIP in November 2019, the RNP procedures for LVNL - RWY's 04 and 09 are scheduled to be published in AIP in Luchtverkee June 2021. - 73% rsleiding 31/12/2021 Nederland At Lelystad Airport (EHLE) the RNP approach procedures to RWY's 05 and 23 are published in the national AIP. At Groningen Airport Eelde (EHGG) the RNP approach procedures to RWY's 05 and 23 are published in the national AIP. At Rotterdam The Hague Airport (EHRD) the RNP approach procedures to RWY's 06 and 24 are published in the national AIP. At Maastricht Aachen Airport (EHBK) the RNP approach procedures to RWY's 03 and 21 are scheduled to be published in AIP at the end of 2021.
LSSIP Year 2020 Netherlands 84 Released Issue ATS IFR Routes for Rotorcraft Operations
Not NAV12 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - No national or international regulation and no need identified in the Netherlands. Therefore - not applicable. REG (By:06/2030) Inspectie Not Leefomgevi Applicable - - 0% ng en - Transport Ministerie Not van Applicable Infrastructu ur en - - 0% Waterstaat - - Directie Luchtvaart ASP (By:06/2030) LVNL - Not Luchtverkee Applicable - - 0% rsleiding - Nederland
LSSIP Year 2020 Netherlands 85 Released Issue Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - 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 31/07/2018 extensive civil use: MIL has implemented EAPPRE at Eindhoven (EHEH) and De Kooy (EHKD). REG (By:01/2018) Ministerie Completed Documentation has been disseminated. The Schiphol van Runway Safety Team (RST) performed a gap analysis. Infrastructu RST stakeholders are Airport Operators, ANSP's and ur en - 100% Aircraft Operators. ILT (CAA-NL) monitors the progress 31/01/2015 Waterstaat - of the action plan during its oversight activities as Directie appropriate. Luchtvaart ASP (By:12/2014) EAPRE is not fully implemented on the Dutch military Completed Militaire airbases. Parts of the regulation are implemented in the Luchtvaart - 100% MAA requirements. The remaining issues are not yet 31/07/2018 Autoriteit foreseen or not necessary to be implemented. The Schiphol Runway Safety Team discussed the EAPPRE Completed in 2015; LVNL is member of the RST. LVNL has regularly LVNL - contact with airport operators about development and Luchtverkee availability of all relevant airport facilities. GAP analysis - 100% rsleiding 27/10/2015 is executed for the ANSP recommendations. All Nederland recommendations in EAPPRE 3.3 are implemented or part of training and recurrency trainings. APO (By:12/2014) Militaire Regarding the military airbases with extensive civil use: Completed Luchtvaart MIL has implemented necessary parts of EAPPRE at - 100% 31/07/2018 Autoriteit Eindhoven (EHEH) and De Kooy (EHKD). The Schiphol Runway Safety Team performed a gap Completed Amsterdam analysis early 2015. All recommendations in EAPPRE 3.3 Airport - 100% are implemented or part of training and recurrency 27/10/2015 Schiphol trainings.
LSSIP Year 2020 Netherlands 86 Released Issue Additional Objectives for ICAO ASBU Monitoring
Direct Routing
Not AOM21.1 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - LVNL provides ANS below FL250; this objective is applicable for FL310 and above. - ASP (By:12/2017) LVNL - Not Luchtverkee LVNL provides ANS below FL250; this objective is Applicable - 0% rsleiding applicable for FL310 and above. - Nederland
Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 - STCA is in use in the en-route environment, in accordance with the EUROCONTROL specifications for STCA. 31/12/2008 For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA. ASP (By:01/2013) STCA is in use in the en-route environment, in Completed 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 Militaire required for operational validation. Progress on STCA in Luchtvaart - 100% the Schiphol TMA is reviewed quarterly; in 2014 a new 31/12/2008 Autoriteit 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 realisation of STCA in the Schiphol TMA. For the military, STCA is in use and is in accordance with the Eurocontrol specifications for STCA. LVNL - STCA is in use in the en-route environment, in Completed Luchtverkee accordance with the EUROCONTROL specifications for - 100% rsleiding STCA. 31/12/2008 Nederland
LSSIP Year 2020 Netherlands 87 Released Issue Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 - ASP has implemented training of personnel and performance monitoring. REG and MIL have implemented the objectives, MIL fixed wing transport type aircraft have been equipped and 31/12/2015 MIL aircrews and controllers have been trained. REG (By:12/2015) ACAS II (TCAS V7.1) is part of operational approval. ACAS Completed Militaire II (TCAS V7.1) can also be part of operational and Luchtvaart - 100% airworthiness oversight activities by MAA for the 31/12/2015 Autoriteit military. Ministerie Completed van Infrastructu ACAS II (TCAS V7.1) is part of operational approval. ACAS ur en II (TCAS V7.1) can also be part of operational and - 100% 31/01/2015 Waterstaat - airworthiness oversight activities by ILT (CAA-NL). Directie Luchtvaart ASP (By:03/2012) LVNL - Completed Luchtverkee Controllers are trained for TCAS procedures. - 100% rsleiding Performance monitoring is in place. 31/12/2011 Nederland Militaire Completed Luchtvaart Controllers are trained for TCAS procedures - 100% 01/03/2012 Autoriteit MIL (By:12/2015) Militaire ACAS II (TCAS V7.1) is part of operational approval. ACAS Completed Luchtvaart II (TCAS V7.1) can also be part of operational and - 100% 31/12/2015 Autoriteit airworthiness oversight activities by the MAA
Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - The implementation of CFMU software updates is part of the standard upgrade processes of LVNL. Amsterdam ACC has implemented advanced capabilities to receive and process ATFM data; flight activation data are sent back to the CFMU. The modifications required in order to 31/01/2009 implement the later phases of the programme (distribution of additional data to CFMU) are being implemented in accordance to plans. The required actions have also been completed by the military. ASP (By:07/2014) LVNL - Completed Luchtverkee - - 100% rsleiding 31/01/2009 Nederland Militaire Completed Luchtvaart Same as in the overall comment. - 100% 31/12/2006 Autoriteit
LSSIP Year 2020 Netherlands 88 Released Issue 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 ITY-COTR initial coordination processes: 27/07/2006 100% Completed For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 - All but two ground-ground automated co-ordination processes have been implemented according to the applicable Commission Regulations. The civil-military change to basic flight 31/12/2012 data processes between ACC Amsterdam and the controlling military units are implemented. IVW (CAA-NL) reviewed the safety arguments provided by the involved ANSPs. ASP (By:12/2012) All but two ground-ground automated co-ordination Completed LVNL - processes have been implemented according to the Luchtverkee applicable Commission Regulations. Implementation of - 100% rsleiding the Logon Forward and Next Authority Notified 31/12/2012 Nederland processes is not applicable as LVNL has no air-ground data-links. MIL (By:12/2012) Militaire The civil-military basic flight data processes between Completed Luchtvaart ACC Amsterdam and the controlling military units are - 100% 31/12/2012 Autoriteit implemented.
LSSIP Year 2020 Netherlands 89 Released Issue 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.
Remote Tower Services AOP14 20% Ongoing Applicability and timescale: Local 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 31/12/2023 Oost. Remote Tower Services for Schiphol are not applicable for now. The purpose of our remote tower is for service provision.
Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers 0% planned Applicability and timescale: Local EHAM - Amsterdam Airport A project for an airport moving map in vehicles is not planned yet. Investigation must demonstrate if more tools on top of the existing safety procedures and tools are creating more - safety.
Guidance assistance through airfield ground lighting AOP16 70% Ongoing Applicability and timescale: Local EHAM - Amsterdam Airport Schiphol Airport implemented taxiway lighting on taxiway W5 in order to be able do combined 01/05/2022 trials with objectives 13 and 16. These trials are in progress.
Provision/integration of departure planning information to NMOC Not AOP17 % Applicability and timescale: Local Applicable EHAM - Amsterdam Airport Amsterdam Airport Schiphol already deployed A-CDM. -
Runway Status Lights (RWSL) Not yet AOP18 0% Applicability and timescale: Local planned EHAM - Amsterdam Airport Schiphol Airport has not decided yet if RWSL will be implemented. -
Multi-Sector Planning En-route - 1P2T Not ATC18 0% Applicable Applicability and timescale: Local - LVNL does not operate in en-route airspace (lower center). Therefore this objective is not - applicable.
Enhanced AMAN-DMAN integration Not yet ATC19 0% Applicability and timescale: Local planned - LVNL has not yet planned AMAN-DMAN integration, this may be a solution for dependent - runways at Schiphol, this will be investigated.
Enhanced STCA with down-linked parameters via Mode S EHS Not yet ATC20 0% Applicability and timescale: Local planned - Not yet planned. -
LSSIP Year 2020 Netherlands 90 Released Issue Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local EHAM - Amsterdam Airport LVNL and Amsterdam Airport Schiphol participate in several Collaborative Environmental Management platforms, e.g. CROS (the Schiphol Regional Consultation Committee). CROS comprises responsible representatives of the aviation sector, local government and representatives of community groups. The Committee takes into discussion various aspects related to the operations at Schiphol Airport so as to accommodate the interests of all 31/12/2012 stakeholders concerned. Performance information is reported to the regulator. Airport Operational staff is made aware about the environmental implications of aircraft operations in trainings. The dedicated de-icing spots have facilities to separate the de-icing fluids from the regular sewage system.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local 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 30/03/2017 techniques are applied by ATC whenever possible.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local EHBK - MAASTRICHT/MAASTRICHT AACHEN Partly achieved. Maastricht Aachen airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace 30/03/2017 limitations. No further actions to enhance CCO operations are planned.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local EHGG - GRONINGEN/EELDE Partly achieved. Groningen Eelde airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace 30/03/2017 limitations. No further actions to enhance CCO operations are planned.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local EHRD - ROTTERDAM/ROTTERDAM Partly achieved. Rotterdam The Hague airport has 100% PBN SIDs. CCO techniques can only partly be applied by ATC (only a part of the flights and/or to a limited altitude) due to airspace 30/03/2017 limitations. No further actions to enhance CCO operations are planned.
LSSIP Year 2020 Netherlands 91 Released Issue 6. Annexes
A. Specialists involved in the ATM implementation reporting for Netherlands
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP National Focal Point Ministry of Infrastructure and Kitty Busscher Water Management LSSIP Focal Point for NSA/CAA Human Environment and Marcel Hartman Transport Inspectorate (ILT) LSSIP Focal Point for ANSP Air Traffic Control the Michael Fidom Netherlands (LVNL) LSSIP Focal Point for Airport Amsterdam Airport Schiphol Erik Derogee LSSIP Focal Point for Military Ministry of Defence Gert Jan van Kralingen
Other Focal Points Organisation Name
Focal Point for NETSYS Air Traffic Control the Dave Dronrijp Netherlands (LVNL) Focal Point for SUR LVNL Ron VAN SCHEPPINGEN
LSSIP Year 2020 Netherlands 92 Released Issue B. National stakeholders organisation charts
The organisation charts of the following stakeholders can be found in this Annex:
- The Ministry of Infrastructure and Water Management - The Ministry of Defence - Air Traffic Control the Netherlands (LVNL) - Royal Schiphol Group / Amsterdam Airport Schiphol
LSSIP Year 2020 Netherlands 93 Released Issue Organisation of the Ministry of Infrastructure and Water Management (MoT, “Ministerie van Infrastructuur en Waterstaat”) The Ministry of Infrastructure and Water Management is the State authority for civil aviation in Netherlands (See http://www.rijksoverheid.nl/ministeries/ienw).
LSSIP Year 2020 Netherlands 94 Released Issue Organisation of the Ministry of Defence in relation to ATM/ANS
MoD Organizational chart in relation to ATM
Minister of Defence
Secretary General
Military Aviation Authority
Policy Supervision
Commander Dutch Armed Forces Corporate Director Defence Material Organization
Commander RNLAF Defence Material Organization
Support Operations Branch Support Branches
Mil ANSP
Organisation of Air Traffic Control the Netherlands (LVNL, “Luchtverkeersleiding Nederland”)
LSSIP Year 2020 Netherlands 95 Released Issue Organisation of Royal 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, all airports in the Group create value for society and for the economy, with safety as a key enabler. Together with our international activities, Schiphol Group’s Dutch airports are part of our ‘Why’ of Connecting your world. Schiphol Group’s ambition is to create the most sustainable, high quality airports.
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. In 2020, Royal Schiphol Group’s main activities are concentrated within four business areas: Aviation, Consumer Products & Services, Real Estate and Alliances & Participations. The organisation furthermore is supported by support units and staff departments. To fulfil our ambition to emerge stronger from the COVID-19 pandemic in the most efficient way, in 2020 we developed a new organisational structure that will be in place from 1 March 2021.
Management Board:
LSSIP Year 2020 Netherlands 96 Released Issue 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 (Aéroports de Paris).
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%) Municipality of Amsterdam 37.276 Class A shares (20.03%) Municipality of Rotterdam 4.099 Class A shares (2.20%) Groupe ADP . 14.892 Class B shares (8.00%) Total: 186.147 Class A and B shares (100.00%)
Structure Royal Schiphol Group
Shareholders:
. State of the Netherlands : 69.8%
. Municipality of Amsterdam: 20.0%
. Municipality of Rotterdam: 2.2%
. Groupe ADP: 8.0%
Royal Schiphol Group in 2019 1
Amsterdam Airport Schiphol in 2020 In 2020, Amsterdam Airport Schiphol provided direct connections to 316 European and intercontinental destinations. The impact of COVID-19 on the aviation sector has been unprecedented. In 2020 Schiphol welcomed 20.9 million passengers (2019: 71.7 million). Schiphol ranks as Europe’s fourth-largest passenger airport in 2020. Schiphol is Europe’s third-largest airport for cargo volumes, processing 1.44 million tonnes in 2020 (2019: 1.57 million tonnes). Air transport movements in 2020 totalled 227,304 (2019: 496,826). The airport is an important location for businesses; in the beginning of 2020 more than 1.000 organisations were airport-related, located on the airport site or in close proximity, with a combined employee base of more than 72,000 people.
LSSIP Year 2020 Netherlands 97 Released Issue Airport Area: The Amsterdam Airport Schiphol area comprises 2,787 hectares. See below a picture of the airport layout - source: www.ais-netherlands.nl.
LSSIP Year 2020 Netherlands 98 Released Issue 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 will continue to invest in safety, quality, capacity and sustainability. At Schiphol, a new pier is under construction. Other important investments are the redevelopment of Departure Hall 1 with new security lanes and the doubling of taxiway Quebec. Lelystad Airport has been developed to open for commercial air traffic. 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-NOP Integration 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.
LSSIP Year 2020 Netherlands 99 Released Issue C. Implementation Objectives’ links with other plans
The table below (extracted from the MPL3 Progress Plan 2020) shows for each implementation objective, the mapping of the L3 implementation Objectives to the corresponding SESAR Essential Operational Changes, the SESAR Solutions, the Deployment Program families, the ICAO ASBU, the EASA EPAS, the Network Strategy Plan, the Airspace Architecture Study Transition Plan (AAS TP) Milestones and the SESAR Key Features.
EOC Level 3 Implementation Objectives SESAR Sol. DP family ICAO ASBUs EPAS NSP AAS TP KF
ATC21-Composite surveillance ADS- ASUR-B0/1 RMT.0679 SO8/3 #114 - - EAI B/WAM ASUR-B0/2 RMT.0519 SO8/4 COM10 - Migration from AFTN to - - COMI B0/7 - - - EAI AMHS COM11.1 - Voice over Internet 3.1.4 - COMI B2/1 - SO8/4 AM-1.3 EAI Protocol (VoIP) in En-Route 3.2.1 COM11.2 - Voice over Internet - - COMI B2/1 - SO8/4 - EAI Protocol (VoIP) in Airport/Terminal
ITY-ACID - Aircraft identification - - - - SO8/2 - EAI 6.1.1 ITY-AGDL - Initial ATC air-ground data COMI B0/4 SO4/1 - 6.1.3 RMT.0524 AM-1.1 EAI link services COMI B1/2 SO8/3 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground - - - - SO8/1 - EAI Voice Channel Spacing below FL195 ITY-SPI - Surveillance performance ASUR B0/1 RMT.0679 SO8/3 - - - EAI and interoperability ASUR B0/3 RMT.0519 SO8/4 APTA B0/1 APTA NAV10 - RNP Approach Procedures 1.2.1 RMT.0639 #103 B1/1 SO6/5 - AATS to instrument RWY 1.2.2 RMT.0445 NAVS B0/2 NAV11 - Precision Approach using #55 - NAVS B1/1 - - - HPO GBAS CAT II/III based on GPS L1 AOM13.1 - Harmonise OAT and GAT - - - - SO6/2 - OANS handling AOP11 - Initial Airport Operations #21 2.1.4 NOPS B1/3 - SO6/2 - HPAO Plan
LSSIP Year 2020 Netherlands 100 Released Issue AOP17 – Provision/integration of DPI #61 - NOPS B0/4 - - - HPAO to NMOC SO2/3 5.1.2 SO2/4 COM12 - NewPENS - COMI B1/1 - - EAI 5.2.1 SO8/3 SO8/4 SO4/2 FCM03 - Collaborative flight planning - 4.2.3 NOPS B0/2 - SO5/1 AM-1.14 OANS SO5/6 SO4/3 FCM04.2 - STAM phase 2 #17 4.1.2 NOPS B1/1 - AM-1.11 OANS SO5/4 SO2/1 4.2.2 SO2/2 FCM05 - Interactive rolling NOP #20, #21 NOPS B1/2 - AM-1.12 OANS 4.2.4 SO2/3 SO2/4 FCM06 - Traffic Complexity SO4/3 #19 4.4.2 NOPS B1/4 - AM-1.13 OANS Assessment SO5/4 FCM09 - Enhanced ATFM Slot #56 - NOPS B1/7 - SO6/1 - OANS swapping 5.1.3, 5.1.4, SO2/4 5.2.1, 5.2.2, AMET B2/4 INF08.1 - Information Exchanges SO2/5 #35, #46 5.2.3, 5.3.1, DAIM B2/1 - AM-1.5 EAI using the SWIM Yellow TI Profile SO5/2 5.4.1, 5.5.1, SWIM B3/1 SO5/5 5.6.1 5.1.3, 5.1.4, INF08.2 - Information Exchanges #28, SWIM B3/1, TBO SO5/2SO5 5.2.1, 5.2.2, - AM-9.1 EAI using the SWIM Blue TI Profile #46 B3/1 /5 5.2.3, 5.6.2 INF07 - Electronic Terrain and DAIM B1/4 RMT.0703 - 1.2.2 SO2/5 - EAI Obstacle Data (e-TOD) DAIM B1/4 RMT.0722 DAIM B1/7, AMET INF09 - Digital Integrated Briefing #34 - SO2/5 - EAI B1/4 ITY-ADQ - Ensure quality of RMT.0722 aeronautical data and aeronautical - 1.2.2 - SO2/5 - EAI RMT.0477 information
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LSSIP Year 2020 Netherlands 101 Released Issue #12, #71, AOP14 – Remote Tower Services - RATS B1/1 RMT.0624 - - HPAO #52, #13
AOP04.1 - A-SMGCS Surveillance #70 2.2.1 SURF B0/2 MST.029 SO6/6 - HPAO (former Level 1) AOP04.2 - A-SMGCS RMCA (former - 2.2.1 SURF B0/3 MST.029 SO6/6 - HPAO Level 2) ACDM B0/2 2.1.1 AOP05 - Airport CDM #106 NOPS B0/4 - SO6/4 - HPAO 2.1.3 RSEQ B0/2 AOP10 - Time Based Separation #64 2.3.1 WAKE B2/7 - SO6/5 - HPAO AOP12 - Improve RWY and Airfield 2.1.2 safety with CATC detection and #02 SURF B1/3 MST.029 SP6/6 - HPAO 2.5.1 CMAC AOP13 - Automated assistance to #22 Controller for Surface Movement 2.4.1 SURF B1/4 MST.029 SO6/6 - HPAO #53 planning and routing AOP15 - Safety Nets for vehicle #04 - SURF B2/2 MST.029 - - HPAO drivers AOP16 - Guidance assistance through #47 - SURF B1/1 MST.029 - - HPAO airfield lighting
AOP18 - Runway Status Lights #01 - SURF B2/2 MST.029 - - HPAO
ATC07.1 - Arrival management tools - 1.1.1 RSEQ B0/1 - SO4/1 - AATS
ATC19 - Enhanced AMAN-DMAN SO6/5 #54 - RSEQ B2/1 - - AATS integration SO4/1 ENV01 – Continuous Descent - - APTA B0/4 - SO6/5 - AATS Operations ENV02 – Airport Collaborative ------HPAO Environmental Management ENV03 – Continuous Climb - - APTA B0/5 - SO6/5 - AATS Operations RMT.0639 NAV03.1 – RNAV1 in TMA Operations #62 - APTA B0/2 SO6/5 - AATS RMT.0445
LSSIP Year 2020 Netherlands 102 Released Issue 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations #09, #51 APTA B1/2 SO6/5 - AATS 1.2.4 RMT.0445 MST.007 SAF11 - Improve runway safety by - - - RMT.0570 - - HPAO preventing runway excursions RMT.0703 AOM19.1 - ASM tools to support A- SO3/2 #31 3.1.1 FRTO B0/2 - AM-1.8 OANS FUA SO3/3 AOM19.2 - ASM management of real- FRTO B1/3 SO3/2 #31 3.1.2 - AM-1.8 OANS time airspace data NOPS B1/5 SO3/3 AOM19.3 - Full rolling ASM/ATFCM NOPS B1/5 SO3/2 #31 3.1.3 - AM-1.8 OANS process and ASM information sharing FRTO B1/3 SO3/3 AOM19.4 – Management of Pre- NOPS B1/6 SO3/2 #31 3.1.4 - - OANS defined Airspace Configurations FRTO B1/4 SO3/3 AM-1.6 3.2.1 SO3/1 AOM21.2 - Free Route Airspace #33, #66 FRTO B1/1 - AM-1.10 AATS 3.2.4 SO3/4 AM-5.1 SO3/1 AM-1.15 ATC12.1 - MONA, TCT and MTCD #27, #104 3.2.1 FRTO B1/5 - AATS SO4/1 AM-5.1 ATC15.1 - Initial extension of AMAN - 1.1.2 - - SO4/1 - AATS to En-route ATC15.2 - Extension of AMAN to En- RSEQ B1/1 #05 1.1.2 - SO4/1 AM-1.3 AATS route NOPS B1/8 ATC17 - Electronic Dialog supporting SO3/1 - 3.2.1 - - AM-1.3 AATS COTR SO4/1 ATC18 - Multi Sector Planning En- AM-4.3 #63 - FRTO B1/6 - SO4/1 AATS route – 1P2T AM-5.1 ITY-FMTP - Apply a common flight - - - - SO8/3 AM-1.3 EAI message transfer protocol (FMTP) SNET B0/1 SNET B0/2 ATC02.8 - Ground based safety nets - 3.2.1 - SO4/1 - AATS SNET B0/3 SNET B0/4 ATC02.9 - Enhanced STCA for TMAs #60 - SNET B1/2 MST.030 SO4/1 - AATS
LSSIP Year 2020 Netherlands 103 Released Issue ATC20 – Enhanced STCA with DAP via #60 - SNET B1/1 - SO7/2 - AATS Mode S EHS NAV12 – ATS IFR Routes for #113 - APTA B0/6 MST.031 SO6/5 - AATS Rotorcraft Operations
LSSIP Year 2020 Netherlands 104 Released Issue D. SESAR Solutions implemented in a voluntary way4
These SESAR Solutions are not included yet in the ATM MP L3 Plan. EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures- publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan. The specific description of the new 34 SESAR Solutions implemented in a voluntary way introduced in 2020 are hosted on the LSSIP SharePoint: New SESAR Solutions non-committed - Description A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non- committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex.
Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify
GBAS has limited (GBAS Local Object Consideration Areas) or no protection areas, usually located outside aircraft movement areas. This allows the reduction of runway occupancy times in LVP, reducing spacing between arrival aircraft. Use of GBAS Cat II/III eliminates ILS critical zones, enables flexible approaches, offers PA where ILS cannot due to geography and signal stability (immune to signal Yes, LVNL is Precision bends inherent in ILS), complements ILS at investigating the approach airports with multiple RWYs during LVP, the feasibility and benefits #55 No using GBAS rationalization of some ILS thus reducing of GBAS CAT III, this Category II/III operation and maintenance costs and investigate is scheduled optimizing spectrum; offers PA at aerodromes to be finished in 2022. without SBAS coverage or where PA performances cannot be achieved with SBAS. GBAS CATII/II improves resilience of airport capacity with fewer flight cancellations due to LVP in force. GBAS CATII/III will enable runway ends that are not ILS CATII/III equipped to be used for CATII/III operations as long as the runway is CATII/III qualified.
4 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.
LSSIP Year 2020 Netherlands 105 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses Aeronautical the IEEE 802.16 (WiMAX) standard. Designed to mobile airport operate in reserved (aeronautical) frequency #102 communi- No No bands, AeroMACS can be used for ANSPs, cation system airspace users and airport authority (AeroMACS) communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP). The Iris Precursor offers a viable option for ATS datalink using existing satellite technology Air traffic systems to support initial four-dimensional services (ATS) (i4D) datalink capability. The technology can be #109 No No datalink using used to provide end-to-end air–ground Iris Precursor communications for i4D operations, connecting aircraft and air traffic management ground systems. The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ADS-B ground system by outside agents. These surveillance of techniques can also be used to cope with #110 aircraft in No Yes malfunctioning of avionics equipment. SESAR flight and on has contributed to the relevant standards, such the surface as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications. By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of Composite validated data items into the WAM channel, #114 Surveillance No Yes thereby preventing a need to re-interrogate the ADS-B / WAM data item. Since the two surveillance layers share hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats.
LSSIP Year 2020 Netherlands 106 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.
The SESAR Solution PJ14.02.06 (“AeroMACS integrated with ATN, Digital Voice and Multilink”) builds upon Solution #102 AeroMACs (AeroMACS) published in the SESAR 1 integrated catalogue. PJ.14-02-06 with ATN, No No AeroMACS is part of the Future Communication Digital Voice Infrastructure supporting the Airport Surface and Multilink Component and is reflected within the ICAO Global Air Navigation Plan (GANP) and the ICAO Communication Roadmap in the GANP. Alternative-Position, Navigation and Timing (A- PNT) is the technological enabler related with the need to introduce ground and airborne systems that can support currently defined and standardized PBN and other CNS-based RNP1 operations and provide a backup with the reversion PJ.14-03-04 required level of performance in case of No No based on degradation and absence/loss of GNSS. DME-DME According to the existing regulations, RNP1 navigation integrity requires the use of GNSS positioning. Therefore, the GNSS loss may become a critical issue for the design of TMA airspace complying with PBN-IR.
LSSIP Year 2020 Netherlands 107 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Target times (TT) shall be applied to selected flights for ATFCM purposes to manage ATFCM at the point of congestion rather than only at departure. Where available, the target times of arrival (TTA) shall be derived from the airport operations plan (AOP). TTAs shall be used to support airport arrival sequencing processes in the en-route phase. Calculated NM's systems shall be able to adjust CTOTs take-off time based on refined and agreed TTAs at the #18 (CTOT) and destination airport; TTAs shall be integrated No Yes target time of into the AOP for subsequent refinement of the arrival (TTA) NOP. Flight data processing systems may need to be adapted in order to process downlinked trajectory data (ADS-C EPP). In a first step, NM system will transmit calculated target times (TT) at the most penalising regulation reference point in addition to CTOT to all concerned users. Those users should manage this new feature so potential system upgrades should be foreseen. Airspace Users are allowed to change among themselves (via the pre-departure User-driven management process in CDM airports) the prioritisation priority order of flights in the pre-departure #57 process sequence. The departure time will be No No (UDPP) automatically communicated/coordinated with departure the Network Management Function (NMF) via the DPI message as described in the A-CDM concept. Europe’s vision to achieve high-performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while AOC data minimising constraints due to airspace and increasing service configurations. SESAR has introduced an #67 trajectory early version, which makes use of flight No No prediction planning data sourced from airline operational accuracy control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE). Some elements of AOP/NOP information are important to consider in AU flight planning in order to better align AU and NM trajectories, improve AU fuel prediction and support target Collaborative times management. network PJ.09-03-02 These elements are: No N/A management • The departure taxi time functions • The planned departure runways • The planned SID. With the implementation of airport CDM procedures, NM receives from most of the
LSSIP Year 2020 Netherlands 108 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify major airports up-to-date and reliable information in DPI messages and updates much more dynamically than the FOC this information in its planned trajectory thanks to live information received from airports. Therefore, this solution defines new information flows for AUs to consider same information as NM related to the departure phase of the flight. The purpose of the Sub-regional Demand Capacity Balancing (DCB) Service (Supporting Sub-regional the DCB capability within the ICAO Global Demand Concept) is to facilitate an improved usage of PJ.15-01 Capacity No No the airspace at the sub-regional level, through Balancing enhanced planning and consequently more Service appropriate tactical intervention in support of AU and AO operations. The SWIM-TI Purple Profile (PP) consists of open standards based on reliable and secure SWIM technical infrastructure enabling the SWIM TI integration of the aircraft into the SWIM purple profile network, thus giving it access to air/ground for airground SWIM services (e.g. uplink and downlink of PJ.17-01 No No advisory meteorological and aeronautical information). information It will enable operational applications to uplink sharing meteorological and aeronautical information using SWIM, as well as downlink (e.g. aircraft provided meteorological observations) of information using SWIM.
This objective provides digital AIS data, in particular Digital NOTAM (encoded as “events” in AIXM format), and digital MET data (METAR, TAF, SIGMET in the ICAO iWXXM format) to pilots and dispatchers in the form of digital briefing products and services, which are merged (joint) with the geographical and planned flight trajectory information, and Digital presented (visualised) in a graphical way. #34 integrated No No The digital integrated briefing is currently briefing targeted for ground use (FOC/WOC, pre‐flight briefing rooms and ARO offices). Some enablers (Digital NOTAM and digital MET data) support the use in the cockpit, in all phases of flight, while enablers for transmission into the cockpit are not yet mature (see IS‐0206 Digital Integrated Briefing during flight execution phase).
LSSIP Year 2020 Netherlands 109 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Common Service for Aeronautical Information Management significantly reduces the overall cost of providing AIM services by using a common, managed service instead of operating numerous individual national systems. Instead of duplicating aeronautical information and manually updating the Static aeronautical information in different Ground PJ.15-10 aeronautical No No Systems, the Common Service for Aeronautical data service Information Management offers a means of maintaining and validating the aeronautical information once and centrally. The ground systems will have to replace their legacy data storage by an interface based on SWIM allowing direct access to quality assured and consistent aeronautical information. The Aeronautical Digital Map Common Service (COSER) provides users the capability to retrieve graphical representation of aeronautical data/information. The output is a standardized/harmonised graphic information that can be retrieved by individual requests demanding specific geographical areas. The retrieval can be performed using regular Aeronautical internet protocols or through SWIM services. PJ.15-11 digital map No No Instead of having to perform the rendering of service aeronautical information as a visualisation in a GIS viewer or aeronautical map over and over again for different systems, generating tremendous development efforts and potentially diverging and unharmonized representations that could potentially lead to safety risks, a harmonized visualisation for different use-cases can be provided centrally. The Aeronautical Dataset Service supports the provision of the aeronautical information product digital data set as defined by ICAO Annex 15: AIP data set, Obstacle data set, Terrain data set, Airport mapping data set, Aeronautical Instrument flight procedure data set. Providing information dataset in digital format will improve the PJ.18-04a management consistency and quality of the data and enhance No No (AIM) the exchange of information. The Aeronautical information Dataset Service will also help service providers meet the requirements for the provision of digital dataset information required by ICAO. The service is created fully in line with the requirements and guidelines defined in the EUROCONTROL SWIM Specifications.
LSSIP Year 2020 Netherlands 110 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify This solution addresses the provision of local MET information to airports and considers the use of existing sensors and MET capabilities for the measurement and generation of MET data. The Glide Wind Profile has been developed as the provider of glide wind data to the Ground Weather Management System (GWMS) using mature sources like Radar and Lidar sensors. Meteorologic The purpose is to enhance separation PJ.18-04b- al (MET) procedures based on the collected wind data. 01 information- The METForTAM is an information service that GWMS provides enhanced local MET information (e.g. METEO forecasts and observations) to a specific airport (airport operational centre, APOC). The developed capability and information service aim at enhancing MET data provision capabilities in order to improve the accuracy and timely delivery of expected Meteorological conditions at an airport. Cb-global capability uses data from geostationary satellites to detect, track, and nowcast thunderstorms in order to provide Meteorologic pilots an overview of the current weather al information hazard situation beyond the limited view of the PJ.18-04b- (MET) on-board radar. It is relevant for the upper 02 services-Cb- airspace en-route and enables a pilot to global strategically plan a safe and smart flight route around the thunderstorms well ahead in time instead of flying tactical manoeuvres and searching for gaps between the thunder cells.
Continuous Progressive implementation of procedures for descent Continuous Descent Operations (CDO) and #11 operations Continuous Climb Operations (CCO) in higher No No (CDO) using density traffic or to higher levels, optimised for point merge each airport arrival/departure procedure Use of data link communications between the Tower Controllers and the flight crew during D-TAXI service surface movement. for controller- It is based on the D-TAXI service from the CPDLC pilot datalink #23 application, as standardised by RTCA No No communicatio SC214/EUROCAE WG78 (DO-350 & DO-351). It ns (CPDLC) also includes the access to this service for end application users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller Virtual block working positions are provided with Virtual #48 control in low No No Stop Bars (VSB) to improve low visibility visibility operations and enhance controllers’ situational
LSSIP Year 2020 Netherlands 111 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify procedures awareness. Virtual Stop Bars can be used by the (LVPs) controller to reduce block-sizes once procedural control applies. Additional controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog). This new procedure design builds upon Point merge precision navigation technology (P-RNAV in complex concept) for merging traffic into a single entry #107 No No terminal point, which allows efficient integration and airspace sequencing of inbound traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) sectors Arrival replaces radar vectoring with a more efficient Management #108 and simplified traffic synchronisation No No (AMAN) and mechanism that reduces communication Point Merge workload and increases collective traffic predictability. The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A- CDM concept as ‘adverse conditions’, i.e. a state De-icing that is in need of collaborative recovery #116 management No No procedures, but rather a part of normal tool operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing. Reducing The SESAR Solution “Reducing landing minima Landing in low visibility conditions using enhanced Flight Minima in vision systems (EFVS)” is intended for flight #117 No No Low Visibility crews, and corresponds to the use of EFVS Conditions visual based technologies displayed in HUD or using an equivalent display system. The objective is to
LSSIP Year 2020 Netherlands 112 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Enhanced provide operational credit in approach as Flight Vision permitted per EASA EU 965/2012 and its Systems coming amendments (NPA 2018-06 AWO) to (EFVS) face to Low visibility conditions. Enabling EFVS operations with operational credits provides a greater availability of suitable destination and alternate aerodromes during periods of reduced visibility. This effectively reduces the number of weather- related delays, cancellations or diversions of flights to CAT II/III aerodromes, permits shorter routings and reduced fuel costs, a faster return to scheduled operations, and less passenger inconveniences. A unique advantage of the EFVS on board solution is that it is mainly supported by the aircraft system instead of airports and the need of complex and costly ground infrastructures as those implemented in CATII/III airports. From a global ATM network standpoint, the EFVS operation allows to retain traffic at most of secondary aerodromes by providing operational credit at most of runway ends with precision or non-precision landing minima (LPV, LNAV/ VNAV, ILS CAT1, etc.). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR - DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions. In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting decision-making and increasing safety margin all the time. Optimised Runway Delivery (ORD) tool is the ATC support tool to enable safe, consistent and efficient delivery of the required separation or Optimised spacing between arrival pairs on final approach Runway to the runway-landing threshold. The ORD tool PJ.02-01-01 Delivery on can be used to support the application of No Yes (2021) Final Distance Based and Time Based wake Approach separation rules e.g. ICAO, RECAT-EU, PWS-A and WDS-A wake separation schemes, and aims at consistently and efficiently managing the spacing compression that occurs on short final
LSSIP Year 2020 Netherlands 113 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify from the lead aircraft crossing the deceleration fix. “Optimised Separation Delivery for Departure” (OSD) is the ATC support to enable safe, consistent and efficient delivery of the required separation or spacing between departure pairs from the follower aircraft becoming airborne. Different variants of the tool have been developed in SESAR 2020 Wave 1. These variants include an automatic wake count down Optimised timer and a distance indicator displayed on the Separation PJ.02-01-02 tower controller’s radar screen. The OSD tools No Yes Delivery for can be used to support the tower controllers in Departure the delivery of time or distance separations. This includes the departure wake separations of ICAO, RECAT-EU, PWS-D and WDS-D as well as departure route separations such as the SID separations and MDIs and ADIs. In airports that require support for both TB and DB separation and spacing rules a combined TBS / DBS variant of the OSD tool may be necessary. Weather Dependent Separations (WDS) for departures is the conditional reduction or suspension of wake separation minima on path of departures over the straight-out initial departure path, applicable under pre-defined Weather- wind conditions, so as, to enable runway Dependent throughput increase compared to the Reductions of applicable standard weather independent wake Wake separation minima. This is on the basis that PJ.02-01-03 No No Turbulence under the pre-defined wind conditions the Separations wake turbulence generated by the lead aircraft for is either wind transported out of the path of the Departures follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The solution covers WDS cross wind concept for departures in segregated mode runway operations. Static PairWise Separation for arrivals (S-PWS- A) is the efficient aircraft type pairwise wake Wake separation rules for final approach consisting of Turbulence both the 96 x 96 aircraft type based wake Separations separation minima (for the most common (for Arrivals) aircraft in ECAC area) and the twenty wake PJ.02-01-04 No Yes based on category (20-CAT) based wake separation Static Aircraft minima for arrival pairs involving all the Characteri- remaining aircraft types. stics The S-PWS are applied using a separation delivery tool; the pairwise separations will be used as input into the separation delivery tool. Weather- “Weather-Dependent Reductions of Wake PJ.02-01-05 Dependent Turbulence Separations for Final Approach” No No Reductions of aims at the optimisation of the ICAO wake
LSSIP Year 2020 Netherlands 114 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Wake turbulence separation by use of weather- Turbulence dependent separation minima on arrivals Separations (WDS-A), applicable under given wind for Final conditions. This allows conditional reduction or Approach suspension of separation minima for most aircraft pairs, enabling runway throughput increase compared to ICAO scheme, whilst maintaining acceptable levels of safety. This is on the basis that under the pre-defined wind conditions the wake turbulence generated by the lead aircraft is either wind transported out of the path of the follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The Static PairWise Separation for Departures (S-PWS-D) concept optimises wake separations between departures on the initial departure Wake path by moving from schemes defined by a Turbulence small number of wake categories (4 to 7 wake Separations categories) to a scheme defined between (for aircraft type pairs for the 96 aircraft types PJ.02-01-06 Departures) No Yes frequently at European major airports, together based on with a scheme defined by a larger number of Static Aircraft wake categories (20-CAT (6-CAT + 14-CAT)) for Characteri- other aircraft type combinations. stics S-PWS for departures are applied using the OSD tool; the pairwise separations will be used as input into the OSD tool. PJ.02-01-07 is a technological solution reducing the Wake Turbulence Risk via positioning of decay enhancing devices that accelerate the Wake Vortex Wake Vortex Decay in Ground Proximity. Decay PJ.02-01-07 Wake Vortex Decay Enhancing Devices, so- No No Enhancing called plate lines, can be installed at any major Devices European airport in order to increase safety by reducing the risk of low-altitude wake encounters. This solution has a technical aspect and an operational aspect. On the technical aspect, the solution has validated to V3 that the application of 2NM minimum radar separation (MRS) Minimum-pair between two aircraft established on the final separations approach course to the same runway based on sufficiently mitigates the risk of collision PJ.02-03 required between them, provided the required No No surveillance surveillance performance (RSP) are complied performance with. In addition to the MRS, runway occupancy (RSP) time and wake separation constraints need to be considered when determining the minimum separation or spacing required to be applied between two aircraft (the largest of the constraints will need to be applied).
LSSIP Year 2020 Netherlands 115 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The routine application of the 2NM minimum on final approach may require an increased consistency and accuracy in the separation delivery service on final approach. More specifically, the maximum acceptable rate of under-separated pairs on final approach may be lower if the minimum radar separation that is applied is 2NM than if it were to be 2.5 NM, because the consequences of an under- separation event are potentially more severe. For ATC facilities with a separation monitoring function (SMF) that alerts the supervisor, and also possibly the final approach controller, of a significant separation infringement on final approach, where there is currently a spacing minimum margin of 0.5 NM before the alert is triggered, consideration should be given to reducing this margin, e.g. to 0.2NM. Trajectory based Integrated RWY Sequence function establishes an integrated arrival and departure sequence by providing accurate Target Take off Times (TTOTs) and Target Landing Times (TLDTs), including dynamic balancing of arrivals and departures while optimising the runway throughput. It supports TWR and APP ATCOs. Trajectory The look ahead Time Horizon is the time at based which flights become eligible for the integrated PJ.02-08-01 Integrated sequence. The Stable Sequence Time Horizon is No No Runway the time horizon within which no automatic Sequence swapping of flights in the sequence will occur, but landing and departure time will still be updated. The value of these time horizons is determined by the local implementation and they are not necessarily the same for arrivals and departures. The Integrated Runway Sequence is planned before Arrival flights top of decent and linked with Airport CDM procedures for departures. Runway Manager (RMAN) is a support tool for the Tower Supervisor to determine the optimal runway configuration and distribution of demand according to capacity and local constraints. During the Planning Phase, the RMAN checks Runway the intentional demand versus the available PJ.02-08-02 No No Manager capacity and it is capable of forecasting imbalances, raising alarms and alerts based on the indicators provided. In the Execution Phase, the RMAN monitors departure, arrival and overall delay and punctuality, in addition to the capacity shortage proposing changes if necessary.
LSSIP Year 2020 Netherlands 116 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify RMAN continuously computes the optimal runway configuration and the associated Forecasted Landing (FLDT) and Take Off (FTOT) Times of arrival and departures flights that maximises the runway throughput. The Forecasted Times calculated by the RMAN are provided to the Integrated Runway Sequence using them to calculate the final Target Times. As a conclusion TLDT and TTOT calculated by the Integrated Sequence, follow the Runway DCB Plan allowing the feedback to the RMAN to monitor the status of the Runway and to detect possible imbalances. The intention is to reduce the in-trail separation on final approach by taking into account the Runway Occupancy Time (ROT). A new separation minimum is computed based on the prediction of the ROT, the MRS and WTC separation. ROCAT defines separation sub- categories based on ROT, wake minima from Increased RECAT and reduced radar separation based on Runway ICAO approved minima. The solution consists Throughput on developing the runway occupancy minima PJ.02-08-03 based on local through big data analytics to identify a ROT per No Yes ROT aircraft type using machine learning techniques characterizati and historical data. on (ROCAT) A change in the separation minima used by ATCO for the aircraft on final approach is supported by decision support tool called LORD (Leading Optimised Runway Delivery). ROCAT can increase runway throughput where the traffic is predominantly medium aircraft, especially where RECAT is inefficient due to the lack of wide-body aircraft types. “Enhanced Visual Operations” are enabled by enhanced vision systems (EVS), synthetic vision systems (SVS), which make more aircraft capable of LVC operations and enable more efficient approach, landing and taxi and operations in LVC. This is applicable to all platforms, even if the main airline platforms have auto land capabilities to facilitate Enhanced approaches in LVC. The solution consists of 3 PJ.03a-04 visual activities focusing on: No No operations • HMD fitted with taxi routing and traffic information for easing taxi operation in degraded weather conditions. • HMD equipment as an alternative to HUD equipment for EFVS operations using legacy EFVS sensors. • Use of active sensor with improved performance to overcome the observed limitation of EVS legacy sensors.
LSSIP Year 2020 Netherlands 117 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Vision based System is an on board alternative solution to heavy and expensive ground infrastructures for approach in LVC. Although TCAS has been in use since long time ago, there is currently no aircraft system to prevent runway collisions. “Traffic alerts for pilots for airport operations” improves safety during airport operations. The flight crew is provided with alert when the on-board system detects a risk of collision with an aircraft on runway or taxiways. The improvement is further split into 2 implementations: • The mainline aircraft implementation Traffic alerts consists of an on-board system, which for pilots for PJ.03b-05 detects risk of collision with other traffic No N/A airport during runway operations and provides the operations Flight Crew with aural alerts (mostly ‘warning’ alert level). • The business aircraft implementation consists of an on-board system, which detects potential and actual risk of collision with other traffic during runway and taxiway operations and provides the Flight Crew with visual and aural alerts (indication, caution and warning alert levels). The E-AMAN Common Service provides functions necessary to operate Arrival Management with an extended horizon in an environment where multiple actors are involved e.g. multiple Airports, AMANs, ACCs, UACs and other interested parties, e.g. NM (i.e. Cross Boarder Arrival Management). The capability provided by the E-AMAN E-AMAN PJ.15-02 Federation Common Service is the capability of No No Service harmonising the output of local E-AMAN technical capabilities on different geographic or organisational levels (ECAC, FAB, however any other scaling could be considered in principle). The output of the Common Service is delivered to the end-users (e.g. adjacent ACCs / UACs). By this, relocation of functions between stakeholders is performed.
Based on Advanced-RNP navigation Optimised specification, design of optimised routes e.g. route network #10 spaced parallel routes, Fixed Radius Transition No No using (FRT) and Tactical Parallel Offset (TPO) further advanced RNP enhanced by onboard performance monitoring
LSSIP Year 2020 Netherlands 118 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify and alerting and the execution of more predictable aircraft behaviour
The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and Air Traffic Control (ATC) providing real-time and fine- tuning measures to solve ATFCM hotspots, and to perform early measures to alleviate complexity closest to ATC activities. The solution consists of an automated tool and Basic EAP associated procedures supporting the basic (Extended communication between the Local DCB position #118 No No ATC Planning) and the Controllers' Work Positions allowing the function EAP and the ATC team in identifying, assessing and resolving local complexity situations. The basic EAP relies on a real time integrated process for managing the complexity of the traffic with capability to reduce traffic peaks through early implementation of fine-tuned solutions to solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights. “Optimized traffic management to enable Free Routing in high and very high complexity environment” supports the implementation of FRA across ACC/FIR borders by contributing to the improvement of ATM at local level. More precisely, it focuses on the improvement of Optimised Separation Provision to enable Free Routing traffic operations within high and very high complexity management cross-border environments in Upper En Route to enable free airspace. The Solution is not targeting PJ.06-01 routing in No No unrestricted free routing operations, but aims high and very at enabling safe and efficient operations in FRA high with minimum structural limits to manage complexity airspace and demand complexity. The Solution environments also relies on the Network Management (NM) function to cope with any Demand and Capacity imbalances created from changes in dominant traffic flows in FRA through the monitoring of the traffic complexity levels together with the level of the traffic demand. High “High Productivity Controller Team Productivity Organisation in En-Route (including eTMA)” Controller consists of developing new concepts of Team operation and identifying the nature of system PJ.10-01a1 Organisation support required for operating in team No No in En-Route structures that are not the usual (including Planner/Executive (1PC – 1EC) two-person ATC eTMA) (1PC – sector team. In particular, the Multi-Sector 2ECs) Planner (MSP) where a Planner Controller has
LSSIP Year 2020 Netherlands 119 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify responsibility for the airspace under the executive control of two independent Executive Controllers (1PC – 2ECs). The SESAR Solution “High Productivity Controller Team Organisation in En-Route (including eTMA)” focused on the typical one Planner Controller to 2 Executive Controllers MSP organization and team organisation in eTMA (lower En Route sectors) as well as in En Route.
The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using Controlled airborne capabilities to improve arrival time of arrival management. When a time constraint is needed (CTA) in for a flight, the ground system may calculate a medium- #06 CTA as part of the arrival management process, No No density/ and then it may be proposed to the flight for medium- achievement by avionics within required complexity accuracy. Airborne information may be used by environments the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into Arrival different airports by calculating the sequence of management #08 aircraft flying towards an area where their No No into multiple routes intersect. By imposing an adequate airports spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E- TMA sector are superimposed and presented to the upstream en-route sector controllers. The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers ACAS Ground rely on pilots to report RAs by radio as they Monitoring occur in accordance with ICAO regulations. #100 and However these reports can come late, No No Presentation incomplete or are, absent in some instances. System This solution consists of a set of monitoring stations and a server system, which enable the continuous monitoring and analysis of ACAS RAs
LSSIP Year 2020 Netherlands 120 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods Extended and reducing the need for active Mode-S #101 hybrid interrogations. By making fewer active No No surveillance interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The Flight Delay Criticality Indicator (FDCI) information, for a flight having an ATFCM delay, is provided by the Airspace User to both NM and FMPs to indicate that the concerned flight is critical for his business and that he requested that the flight progresses and arrives as much as possible on time. • The resolution of an FDCI request is NMOC AU Processes driven upon the reception of the FDCI PJ.07-01-01 for Trajectory improvement request and when more No No Definition than one regulation is affecting the flight, alternatively in the case there is only one regulation affecting the flight the local FMP can requests the resolution to NMOC. • The resolution is mostly a regulation exclusion or delay reduction (force slot) by NMOC. In this, the focus is put on reactive FDCI that means the FDC flight has an ATFCM delay and slot issued. Integrated tactical and medium conflict detection & resolution (CD&R) services and conformance monitoring tools for En-Route and TMA aims at improving the separation (tactical layer) in the En-Route and TMA (but not APP) operational environments through improved Integrated ground trajectory prediction. This is achieved tactical and using existing information on lateral and vertical medium clearances that are known by the ground Conflict system and airborne information such as Mode Detection & S data. Resolution This solution is built on SESAR 1 Sol. #27. PJ.10-02a1 (CD&R) New features and enhancement brought by No No services and PJ10.02a1 are : Conformance • Extension of TCT to all environments : Monitoring TMA & ER tools for En- • Improvement of the MTCD to handle Route and level segments TMA • Enhanced resolution features for MTCD & TCT including what-if and what-else probes. • Conformance monitoring tool, based on improved ground trajectory prediction and enriched with
LSSIP Year 2020 Netherlands 121 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify additional alerts, such as rate monitoring.
This solution addresses the technical enablers supporting the distribution of eFPL information to ATC systems in order to improve the ATC prediction with additional information to better assess the expected sector load and to reduce eFPL the number of false conflict detections, as well supporting PJ.18-02c as to provide the ATCO with better knowledge No No SBT transition of airline intentions thanks to a more accurate to RBT profile and additional elements such as ToC or ToD. The main actors are the Network Manager that provides the eFPL distribution service, and the ATS service providers that integrate and use the information in the ATC systems.
The main driver for MRTM (multiple remote tower module) is increased cost efficiency. The objective is to implement a MRTM that allows the ATCO to maintain situational awareness for 2 or 3 airports simultaneously (including traffic mix of IFR and VFR, as well as aerodrome vehicles). MRTM requires advanced features of the visual reproduction as well as additional voice Multiple services. It is assumed that an ATCO can hold PJ.05-02 remote tower No Yes endorsements for up to 3 (single) different module airports. There is a fixed allocation of airports to a set of MRTMs. However, in case of high workload, due to e.g. emergency, high traffic volumes or degraded mode, the ATCO can split one airport into a spare MRTM if required. The prerequisite for multiple remote tower operations is the single remote tower operations. This solution enables the separation of the data Enabling centre where the data is produced (the ATM rationalisation Data Service Provider - ADSP) from the ATCOs of location (the Virtual Centre ATSU). Virtual PJ.16-03 infrastructure No No Centre is a grouping of Air Traffic Service Units using virtual (ATSU), possibly geographically separated, centre based sharing ATC operations amongst themselves technology using data services provided by one or more
LSSIP Year 2020 Netherlands 122 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify ADSPs through interfaces defined in Service Level Agreements, in a safe and secure manner. This decoupling delivers the flexibility and performance aspects of the services to ensure the ability of the virtual centre solution to at least support or to improve the operational performance.
This solution refers to simultaneous and non- interfering operations through SBAS (and GBAS as an optional enabler) approach/departure procedures independent from the main runway and dedicated only to rotorcraft operations. Independent The aim is to move rotorcraft operations from rotorcraft PJ.02-05 the active runway to facilitate fixed wing operations at No No aircraft. Specific PBN RNP0.3 IFR procedures the airports to/from an existing VFR FATO shall be deployed to reach a point-in-space (PinS) to access FATO. The solution targets, in particular, relatively large and very large airports and high complexity airspaces. “Enhanced Rotorcraft operations in the TMA” integrate pilot support of both EVS (enhanced vision systems) including visual segments and Enhanced automated flight path following by autopilot rotorcraft system. Advanced Point-In-Space RNP operations approaches and departures to/from FATO are PJ.01-06 and GA based on SBAS navigation. The corresponding No No operations in rotorcraft specific contingency procedures in the TMA case of loss of communication are defined. The pilot is supported during these operations by dedicated symbology presented on a Head Mounted Display system.
LSSIP Year 2020 Netherlands 123 Released Issue E. Surveillance (SUR)
European ATM Surveillance data are captured to enable Network performance improvements and ensure global interoperability. This Annex includes Surveillance implementation information related to projects, sensors and data integration. The objective for the inclusion of this information in LSSIP is to consolidate the data collection process and increase efficiency by avoiding parallel surveys. The corresponding tables have been prefilled with information already available from recent surveys within the surveillance area.
For practical reasons to harmonise the reporting, since the LSSIP 2020 cycle the questionnaire is included in the LSSIP Annex.
Surveillance Projects This section includes Surveillance system projects covering the full chain from Sensor to Surveillance data integration into SDPS and CWP.
Activity Description System Description Expected contribution to the Schedule Key Performance 5 Areas Area / Airspace Area/Name: North Sea WAM with ADS-B Capacity: Sensor installation date: 2010 capabilities Objective: Coverage Operational-Efficiency: Operational date: 2016 Sensor/Sites: 19 Airspace: ENR (ADS-B: Safety: ADS-B operational integration GND-FL30) Provider: Era date (ATCO CWP) where Security: applicable: 2016 Service: Coverage: ADS-B: GND- Environment: FL30 Estimated End of Life: Density: RF/Spectrum:
Traffic: Helicopter oil-rig Cost-Efficiency: operations / General
AIC: Aircraft flying below 3000ft over Dutch part of North Sea are required to be ADS-B equipped from Jan 2016
5 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Netherlands 124 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance 6 Areas Area / Airspace Area/Name: WAM WAM with ADS-B Capacity: Sensor installation date: Schiphol (SPL) TMA capabilities Operational-Efficiency: TBC Objective: Sensor/Sites: 8 Safety: Operational date: Airspace: Provider: Security: ADS-B operational integration Service: Coverage: date (ATCO CWP) where Environment: applicable: Density: RF/Spectrum: Estimated End of Life: Traffic: Cost-Efficiency:
Area/Name: WAM Eelde WAM with ADS-B Capacity: Sensor installation date: TMA capabilities Operational-Efficiency: TBC Objective: Sensor/Sites: 6 Safety: Operational date: Airspace: Provider: Security: ADS-B operational integration Service: Coverage: date (ATCO CWP) where Environment: applicable: Density: RF/Spectrum: Estimated End of Life: Traffic: Cost-Efficiency:
Surveillance sensors (just numbers, no technical/ops details) This section summarises the number of Surveillance sensors per state. This covers all current and planned sensors intended for operational use. Note: Please only count each sensor once even if it is part of combined systems. A combined PSR and Mode S SSR is only counted once in the row for CMB PSR Mode S (and consequently not counted in the PSR nor in the Mode S rows). Similarly, for a multilateration system, providing coverage both on the airport surface and in the CTR or TMA the individual sensor can be allocated to one or the other but each sensor must only be counted once, either in one of the MLAT/WAM rows or in one of the Airport MLAT/LAM rows.
Sensor Type 2020 2021 2022 2023 2024 2025
Mode A/C 1
CMB PSR Mode A/C 1
Mode S 10
CMB PSR Mode S
PSR stand alone
WAM Sensors 19
ADS-B stand alone
Space-based ADS-B
Surface Movement Radar (SMR)
Airport MLAT Sensors 27
6 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Netherlands 125 Released Issue Sensor Type 2020 2021 2022 2023 2024 2025
ADS-B equipped Vehicles
Surveillance Data Use This section provides and overview of the use of Surveillance data per state. This includes usage of Downlinked Aircraft derived Parameters (DAP) / Aircraft Derived Data (ADD) and ADS-B data.
ADD/DAP data usage
ATCO, System, Tools (which tool)
ADD/DAP data usage Operational Usage (ATCO, system, tools, etc.) or planned ops date
Selected Altitude Not used
Barometric pressure setting Not used
Roll angle Not used
True track angle Not used
Ground speed Not used
Track angle rate Not used
Magnetic heading Not used
Indicated airspeed Not used
Mach No Not used
Vertical rate (Baro, Inertial) Not used
ADS-B integration
ADS-B use case and integration date Operational or Sites planned ops date
ACC ATC integration ENR
ACC ATC integration TMA Operational Helicopter operations below 3000ft
ATC integration TWR CTR/TMA
Flight Information Service
ATCO Traffic Awareness
Traffic planning e.g. Arrival Manager
Conflict Alerting, e.g. STCA
Airport surveillance e.g. Traffic awareness, Target identification support
Other:
LSSIP Year 2020 Netherlands 126 Released Issue F. Glossary of abbreviations
This Annex mainly shows the abbreviations that are specific to the LSSIP Document for the Netherlands. Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/airial/
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 Directorate-General for Civil Aviation and Maritime Affairs (“Directoraat- DGLM 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 Human Environment and Transport Inspectorate (“Inspectie Leefomgeving ILT (CAA-NL) en Transport”) ITU International Telecommunication Union Royal Netherlands Meteorological Institute (“Koninklijk Nederlands KNMI Meteorologisch Instituut”) LVC Netherlands Air Traffic Committee (“Luchtverkeerscommissie”) LVNL ATC the Netherlands (“Luchtverkeersleiding Nederland”) MCG Maastricht Co-ordination Group MilATCC Military Air Traffic Control Centre 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
LSSIP Year 2020 Netherlands 127 Released Issue