EUROCONTROL LSSIP 2019 - THE NETHERLANDS LOCAL SINGLE SKY IMPLEMENTATION Level2019 1 - Implementation Overview
Document Title LSSIP Year 2019 for the Netherlands
Info Centre Reference 20/01/15/30 Date of Edition 09/06/2020 LSSIP Focal Point Kitty Busscher – [email protected] Ministry of Infrastructure and Water Management LSSIP Contact Person Marina López Rodríguez - marina.lopez- [email protected] - EUROCONTROL / NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for Agency 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- Edition 2019 plan-implementation-plan-level-3-2019 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master- Year 2019 plan-implementation-report-level-3-2019 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 2019 Netherlands- Level 1 Released Issue
APPROVAL SHEET
The following authorities have approved all parts of the LSSIP Year 2019 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 2019.
Stakeholder / Name Position Signature and date Organisation
Ministry of Mr J. Stremler Director Civil Infrastructure and Aviation Water Management (MoT)
Human Ms K. Visser Director Civil Environment and Aviation Authority Transport Inspectorate (CAA- NL)
Ministry of Defence Cdre. J.P. Apon Director Military (MoD) Aviation Authority
ATS Provider (LVNL) Mr M. van Dorst Chairman of the Executive Board
Royal Netherlands Air Com. D.J. Traas Director of Airforce (RNLAF) Operations
Amsterdam Airport Mrs. B. Otto Chief Operations Schiphol (AAS) Officer
TABLE OF CONTENTS
Executive Summary ...... 1 Introduction ...... 7 1. National ATM Environment ...... 8 Geographical Scope ...... 8 National Stakeholders ...... 12 2. Traffic and Capacity ...... 26 Evolution of traffic in Netherlands ...... 26 AMSTERDAM ACC ...... 27 3. Implementation Projects ...... 30 National projects ...... 30 FAB projects ...... 34 Multinational projects ...... 38 4. Cooperation activities ...... 39 FAB Co-ordination...... 39 Multinational cooperation initiatives ...... 39 5. Implementation Objectives Progress ...... 40 State View: Overall Objective Implementation Progress ...... 40 Objective Progress per SESAR Key Feature ...... 41 ICAO ASBU Implementation Progress ...... 45 Detailed Objectives Implementation progress ...... 46 6. Annexes ...... 81 A. Specialists involved in the ATM implementation reporting for Netherlands .. 81 B. National stakeholders organisation charts ...... 82 C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more ...... 89 D. SESAR Solutions implemented in a voluntary way ...... 94 E. Military Organisations Infrastructure ...... 95 F. Glossary of abbreviations ...... 96
LSSIP Year 2019 Netherlands- Level 1 Released Issue
Executive Summary
National ATM Context
Member State of:
Main developments national ATM context:
In 2019, 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. It is now expected to be operational from November 2021. The total 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).
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”);
LSSIP Year 2019 Netherlands Level 1 1 Released Issue - 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)
Traffic and Capacity
Summer Forecast (May to October inclusive)
0.1% & 2.3% -0.1% 2019 2020-2024
Per ACC
0.12 0.10 2018 2019
Netherlands is part of:
The Functional Airspace Block Europe Central
Number of national projects: 15 Number of FAB projects: 2 Number of multinational projects: 1
Summary of 2019 developments: - Over the period April - June 2019, the air traffic controllers in the control towers at Schiphol Airport successfully started using the Electronic Flight Strips (EFS). - In 2018, the renovation of the control tower at Schiphol-Centrum started. The renovation (Toren 2.0) was finalized in July 2019. Additional workstations (almost doubled) were added during the renovation. The control tower now exists of two rings of workstations (inner and outer ring). - The construction of the Polaris-building at Schiphol-Oost was completed in September 2019, with which the extension of LVNLs headquarters has been realised. The Polaris-building is the new training centre for LVNL and CLSK. - At Lelystad Airport, air traffic control services are provided since November 7 of 2019.
LSSIP Year 2019 Netherlands Level 1 2 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) 2019, 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, ATC02.9, ATC19, ATC20, NAV12 and COM11.2.
Pre-SESAR Phase 2000 2030
87%
SESAR 1 (PCP only) 2011 2024
35%
SESAR 1 (non-PCP) 2013 2030
3%
LSSIP Year 2019 Netherlands Level 1 3 Released Issue Progress per SESAR Key Feature and Phase
The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.
Optimised ATM Network Advanced Air Traffic High Performing Airport Enabling the Aviation Services Services Operations Infrastructure
100 100 n/a 0 % 5 % 7 % % 86 % % 78 %
44 38 36 % % % 25 %
PCP) PCP) PCP) PCP) - - - -
SESAR Phase SESAR Phase SESAR Phase SESAR Phase - - - - Pre Pre Pre Pre SESAR 1 (non 1 SESAR (non 1 SESAR (non 1 SESAR (non 1 SESAR SESAR 1 (PCP only) (PCP 1 SESAR only) (PCP 1 SESAR only) (PCP 1 SESAR only) (PCP 1 SESAR
ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 5.3 – ICAO ASBU Implementation Progress.
Block 0 2000 2024
83%
LSSIP Year 2019 Netherlands Level 1 4 Released Issue ATM Deployment Outlook
State Objectives
Deployed in 2018 - 2019 None
By 2020 By 2021 By 2022 By 2023+
- Traffic Complexity - Electronic Terrain and - Electronic Dialogue as - Arrival Management Assessment Obstacle Data (eTOD) Automated Assistance to Extended to En-route FCM06 - 82 % progress INF07 - 46 % progress Controller during Airspace - New Pan-European - Aircraft Identification Coordination and Transfer ATC15.2 - 20 % progress Network Service (NewPENS) ITY-ACID - 90 % progress ATC17 - 88 % progress - ASM Support Tools to COM12 - 88 % progress - Short Term ATFCM - RNP Approach Procedures Support Advanced FUA - Information Exchange with Measures (STAM) - Phase 2 to instrument RWY (AFUA) En-route in Support of AMAN FCM04.2 - 00 % progress NAV10 - 70 % progress AOM19.1 - 58 % progress ATC15.1 - 50 % progress - Interactive Rolling NOP - Voice over Internet - Management of Pre- FCM05 - 78 % progress Protocol (VoIP) in En-Route defined Airspace COM11.1 - 08 % progress Configurations - Voice over Internet AOM19.4 - 05 % progress Protocol (VoIP) in - Full Rolling ASM/ATFCM Airport/Terminal Process and ASM COM11.2 - 07 % progress Information Sharing AOM19.3 - 03 % progress - RNP 1 in TMA Operations NAV03.2 - 13 % progress - Information Exchanges using the SWIM Yellow TI Profile INF08.1 - 03 % progress - Migrate from AFTN to AMHS COM10 - 88 % progress - ASM Management of Real- Time Airspace Data AOM19.2 - 25 % progress - Short Term Conflict Alert (STCA) for TMAs ATC02.9 - 00 % progress - Extended Flight Plan FCM08 - 00 % progress - RNAV 1 in TMA Operations NAV03.1 - 48 % progress
LSSIP Year 2019 Netherlands Level 1 5 Released Issue Airport Objectives - Amsterdam Airport
Deployed in 2018 - 2019 - Initial Airport Operations Plan AOP11 - 100 % progress
By 2020 By 2021 By 2022 By 2023+
- Time-Based Separation - Improve Runway and AOP10 - 11 % progress Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 40 % progress - Continuous Descent Operations (CDO) ENV01 - 60 % progress - Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 02 % progress
LSSIP Year 2019 Netherlands Level 1 6 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 2019, 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.
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 achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity, which will match the foreseen traffic increase and keep the delay at the agreed performance level.
Chapter 3 provides 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 Key Feature 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 2019. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.
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 2019 Netherlands Level 1 7 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 2019 Netherlands Level 1 8 Released Issue The following map shows the geographical situation of the Dutch airspace.
LSSIP Year 2019 Netherlands Level 1 9 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 2019 Netherlands Level 1 10 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 2019 Netherlands Level 1 11 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 2019 Netherlands Level 1 12 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 (CAA-NL). The MAA is embedded in a joint civil military policy unit in the Dutch MoT. All units involved with ATS provision are in the process of being certified by the MAA. The only remaining entity to be certified is the military meteorological centre (JMG) located at Woensdrecht. The Military training organization was certified in 2016. As part of the service provision to military traffic operating as OAT has been transferred to MUAC, this service provider has been accredited in 2017.
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 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. 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.
9. The Airspace and Flow Management Unit (AFMU); this body has been formally established by MoD and MoT on the ASM level one by the Netherlands Air Traffic Committee. Flexible Use of Airspace is fully applied by NL. The joint civil-military Airspace and Flow Management Unit (AFMU) dealing with the pre-tactical airspace planning is operated from LVNL (Schiphol). The AFMU is equivalent to an FUA Level 2 AMC in accordance with the FUA SES regulation. In practice however AMC an FMU are still separated and manned by respectively MoD (AMC) and LVNL (FMU). As part of the ongoing civil-military cooperation it is envisaged
LSSIP Year 2019 Netherlands Level 1 13 Released Issue to merge the entities into a front- and back-office construction encompassing all ASM related tasks. At tactical level, real-time on-line co-ordination takes place between the military and civil ATC centers.
Other important national stakeholders involved in ATM in the Netherlands are as follows: 10. 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.
11. Amsterdam Airport Schiphol (AAS) is the major airport in the Netherlands; it is part of the Schiphol Group, in the ownership of the State of the Netherlands, the City of Amsterdam, the City of Rotterdam and Aéroports de Paris – details regarding Schiphol Group and the ownership of AAS are provided in Annexes.
12. 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 2019 Netherlands Level 1 14 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 2019 Netherlands Level 1 15 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 2019 Netherlands Level 1 16 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.
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 2019 Netherlands Level 1 17 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 serviceproviders, the Regulation on ATS delegation to foreign service providers (Regeling aanwijzing gebieden voor luchtverkeersdienstverlening door buitenlandse instanties) deals with specific areas, i.e. Brussels ATC, Langen ATC, London ATC, Copenhagen ATC and Mil ATCC Semmerzake.
Governance: LVNL has been an independent 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:443/media/2727/jaarverslag-2018-lvnl-a4-interactief.pdf
The Internet site of LVNL may be accessed at address: www.lvnl.nl. The organization chart, as published on the internet site of LVNL, is available in Annexes.
Maastricht UAC The LSSIP information concerning Maastricht UAC, the 2nd main NL-based and certified ATS provider, is available in the LSSIP 2019 document of Maastricht UAC.
LSSIP Year 2019 Netherlands Level 1 18 Released Issue Military service provider
Royal Netherlands Air Force (“Koninklijke Nederlandse Luchtmacht”)
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 2019 Netherlands Level 1 19 Released Issue ATC systems in use
Main ANSP part of any technology alliance1 Y iCAS/iTEC
FDPS Specify the manufacturer of the ATC system currently in use: Raytheon/Indra Upgrade2 of the ATC system is performed or planned? 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
1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
LSSIP Year 2019 Netherlands Level 1 20 Released Issue Airports
General information
Amsterdam Airport Schiphol (AAS), a part of Schiphol Group, is the major airport in the Netherlands. Other relevant ATS controlled civil airports are Rotterdam Airport, Maastricht Aachen Airport, Groningen Airport Eelde and Eindhoven Airport (military airfield with civil co-use). ATS, CNS and AIS services at Eindhoven Airport are provided by MilATCC 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 2019 – 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 2019 Netherlands Level 1 21 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 appointed by the Minister of Defence in order to provide ATS. These entities are divided into fixed stations, consisting of AOCS Nieuw Milligen (Fighter Control), Military Air Traffic control Center Schiphol (Area Control and Centralized Approach Control) and the control towers on Military Airbases, and mobile stations consisting of naval vessels or mobile towers. A military manned AFMU dealing with the AMC tasks and responsible for the ASM level 2 is stationed at MilATCC Schiphol. As part of an extensive civil-military cooperation process the ATS service provision to OAT has been transferred in 2017. All ATS below FL245, excluding the local ATS provided in the respective military controlled airspace has been collocated at LVNL premises on the 7th of December 2017. The service provision to OAT above FL245 has been transferred to MUAC by the 27th of April 2017. Their regulatory, service provision and user role in ATM are detailed further below. The organisation chart of the Ministry of Defence is available in Annexes. The Internet site of MoD may be accessed at address: http://www.rijksoverheid.nl/ministeries/def.
Regulatory role
Regulatory framework and rule-making The legal basis for the regulatory elements of military aviation originates from the Aviation Act; in particular: Article 1.4 empowering the Ministry of Defence (MoD) to issue regulations and to coordinate MoD regulations applicable to civil traffic/ air navigation with the MoT; Article 3.14 regarding certificates of airworthiness for military aircraft; and Chapter 10, which is entirely dedicated to military aviation. The Ministerial order for the determination of military aviation safety (Regeling houdende vaststelling kader Veiligheid Militaire luchtvaart), 1 October 2016 designates the MAA as the entity responsible for the safety of military aviation empowered to act on behalf of the Minister of Defence. Airspace regulation is a shared responsibility of the civil and military authorities; Coordination between the two authorities is ensured at all levels.
LSSIP Year 2019 Netherlands Level 1 22 Released Issue
OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed 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 ESARR applicability 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 N Other: N/A Other: N/A
LSSIP Year 2019 Netherlands Level 1 23 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 is in the process of finalizing the initial certification of all ATS providers. The only remaining entities to be certified in 2018 is the Joint Meteorological Group (JMG).
Service Provision role
OAT GAT Services Provided: Services Provided: En-Route Y Note: Provided by AOCS NM En-Route Y Approach/TMA Y Note: Provided by AOCS NM for Approach/TMA Y all Military Airbases and Mil TMAs Airfield/TWR/GND Y Note: Provided at all RNLAF Airfield/TWR/GND Y Airfields AIS Y Note: Provided at all RNLAF and AIS Y RNNavy Airfields MET Y Note: Provided at all RNLAF and MET Y RNNavy Airfields SAR Y Note: All SAR Y TSA/TRA monitoring Y Note: Provided by AOCS NM FIS Y Other: N/A Other: N/A Additional Information: Additional Information:
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 for Air Traffic Services and Airports (MLE-ANS, MLE-MLH) have been formulated and published in 2010 and are based on the existing civil requirements (i.e. ICAO and the Common Requirements). The equivalence of these requirements has been studied and it has been concluded that the military requirements provide an equivalent level of safety. Early 2014 a written statement has been provided by the NSA concluding that the equivalence of the military requirements with the civil requirements is provided.
LSSIP Year 2019 Netherlands Level 1 24 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: 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 2019 Netherlands Level 1 25 Released Issue 2. Traffic and Capacity
Evolution of traffic in Netherlands
Netherlands - Annual IFR Movements
1800000 Netherlands - Distribution (Ref. year 2018)
1600000
International 1400000 Dep/Arr 45% Domestic 1200000 flights1%
1000000
800000 IFR flights
600000 IFR movements - Actuals Overflights IFR movements - Baseline forecast 400000 54% IFR movements - High forecast 200000 IFR movements - Low forecast A = Actual 0 2015 A 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 F F = Forecast
EUROCONTROL Seven-Year Forecast (Autumn 2019) IFR flights yearly growth 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 F H 0.7% 3.3% 2.5% 2.2% 1.7% 1.6% 2.6% Netherlands B 5.5% 3.7% 3.2% 0.4% 1.9% 1.5% 1.9% 1.4% 1.2% 1.6% L -0.1% 0.0% -0.1% 0.4% 0.3% 0.4% -0.3% ECAC B 2.8% 4.0% 3.8% 1.1% 2.3% 1.9% 2.2% 1.8% 1.9% 1.4%
2019 Based on NM archived data, traffic in LVNL area of in responsibility decreased by 0.1% 2019 compared to 2018.
2020-2024
The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.1% and 2.3% with an average baseline growth of 1.6% throughout the planning cycle.
LSSIP Year 2019 Netherlands Level 1 26 Released Issue AMSTERDAM ACC Traffic and en-route ATFM delays 2015-2024
EHAAACC - Traffic and en-route ATFM delays
2500 1.0
0.9
2000 0.8
0.7
1500 0.6
0.5
1000 0.4 IFR Average) flights (Daily 0.3 Enroute Delay (minutes per flight) per Enroute (minutes Delay 500 0.2
0.1
0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 1764 1885 1922 1911 1899 Summer Traffic 1632 1733 1773 1767 1762 Yearly Traffic 1499 1582 1631 1643 1638 Summer Traffic Forecast 1788 1822 1844 1860 1865 High Traffic Forecast - Summer 1821 1854 1869 1884 1896 Low Traffic Forecast - Summer 1753 1749 1747 1749 1743 Summer enroute delay (all causes) 0.13 0.14 0.17 0.12 0.10 Yearly enroute delay (all causes) 0.10 0.10 0.13 0.08 0.07
Performance summer 2019
Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Amsterdam Traffic Forecast (2019 vs 2018) ACC Reference ACC Actual Traffic All reasons Current Shortest Value Routes Capacity Routes Planned Achieved gap? Year H: 2.7% No -0.3% 0.07 0.14 B: 1.8% significant Summer L: 0.4% impact -0.3% 0.10 152 (+1%) 150 (+0%) No The average en-route delay per flight slightly decreased from 0.12 minutes per flight during summer 2019 to 0.10 minutes per flight in summer 2019. 52% of the Summer delays were for the reason Weather, 39% for ATC Capacity, and 8% for Special events. The ACC capacity baseline was measured with ACCESS at 150. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 136 during the measured period and an average peak 3 hour of 118 during the measured period. Operational actions Achieved Comments Continuous recruitment and training to maintain levels of ATCOs Yes Workload assessment for sectors other than sector 3 Yes Maximum configuration: 5 sectors Yes
LSSIP Year 2019 Netherlands Level 1 27 Released Issue Planning Period 2020-2024 – summer
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. The measures for each year are the measures that will be implemented before the summer season.
Summer Capacity Plan
2020 2021 2022 2023 2024
Free Route Airspace
Airspace Management Redesign of Dutch airspace Integration
Advanced FUA of civil and military ATC)
Airport & TMA Network Integration
Cooperative Traffic Management
Redesign route Airspace Redesign of Dutch airspace structure sector 3
Procedures
Staffing Continuous recruitment and training to maintain levels of ATCOs
Implementation Technical AMAN 2.0 of new ATC XMAN system iCAS
Workload assessment for Capacity sectors other than sector 3
Vuelta cycling Training for iCAS New OPS room Significant Events course (June (after summer for iCAS 2020) season)
Max sectors 5 5 5 5 5
Planned Annual Capacity Increase 1% 1% 0% 0% 0%
Reference profile Annual % Increase 0% 0% 0% 0% 0%
Difference Capacity Plan v. Reference 1.3% 2.7% 2.7% 2.7% 2.7% Profile
Annual Reference Value (min) 0.13 0.13 0.12 0.12 0.11
Redesign route structure sector 3 has been postponed indefinitely, but for now it is assumed to be realised before summer 2021. The programme to redesign the Dutch airspace has been started in 2019. The redesign is planned to be introduced from 2023 onwards. Where possible, smaller improvements will be introduced earlier. Effects Additional information are to be determined.
Lelystad (EHLE) has become a controlled airport in November 2019, for the moment only handling general aviation traffic. A political decision about the start of handling commercial air traffic still needs to be made. As the currently unknown traffic distribution of commercial traffic over LVNL airspace influences the impact on ACC capacity this still needs to be determined.
LSSIP Year 2019 Netherlands Level 1 28 Released Issue EHAA - Sectors available - Summer 2020 6
5
4
3
2
1
0
00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00
Note: these figures are the maximum that can be delivered, if required. The actual planned opening schemes will be based on the expected traffic demand.
EHAACTA - Reference capacity profile and alternative scenarios 180
160
140
120
100
80
60 Capacity Capacity profile (movements per hour) 40
20
0 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 150 150 150 150 150 Capacity Profile - Shortest Routes (Open) 150 150 150 150 150 Capacity Profile - Current Routes 150 150 150 150 150 Capacity Profile - High 150 150 150 151 152 Capacity Profile - Low 150 150 150 150 150 Capacity Baseline 150 150 2020 - 2024 Plan 152 154 154 154 154
2020-2024 Planning Period Outlook No capacity problems are foreseen in the current planning cycle.
LSSIP Year 2019 Netherlands Level 1 29 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: Status: Links: Airport CDM Amsterdam Airport Schiphol 01/01/2014 - 31/12/2018 This project is implemented. L3: AOP05 implementation Schiphol (NL), LVNL - The start of exchange of DPI messages with the DP: Project 109AF2; Family (109AF2) Luchtverkeersleiding EUROCONTROL Network Manager was effectuated in 2.1.3 / Airport CDM Nederland (NL) May 2018. Currently, LVNL is working on improving A- implementation Schiphol CDM, for example by improving the predictability and by replacing the sequencer. Amsterdam Schiphol AMAN LVNL - Luchtverkeersleiding 01/07/2016 - 31/12/2018 This project is implemented. L3: ATC07.1 1.0 (2015_165_AF1) Nederland (NL) An advanced Arrival Manager for Schiphol, named DP: Project 2015_165_AF1; AMAN 1.0, is implemented in Nov. 2018 as an enabler Family 1.1.1 for Schiphol Traffic Manager. As part of AMAN 1.0 a user-friendly arrival manager is deployed which supports controllers to optimize traffic flows to Schiphol airport. Amsterdam Schiphol AMAN LVNL - Luchtverkeersleiding 01/01/2017 - 20/07/2021 AMAN 2.0 started in 2018 and will be finished in 2021. L3: ATC07.1, ATC15.1 2.0 (2015_166_AF1) Nederland (NL) DP: Project 2015_166_AF1; Family 1.1.1
LSSIP Year 2019 Netherlands Level 1 30 Released Issue Name of project: Organisation(s): Schedule: Status: Links: Civil Military Integration Air Operations Control Activities started in 2018. In 2018, a study has been performed to work out - Station Nieuw Milligen (NL), Integration should be different models of integration. The program plan is LVNL - Luchtverkeersleiding finalized in 2023. drafted, including a business case. A concept of Nederland (NL), Ministerie operations is drafted. van Infrastructuur en Waterstaat - Directie Luchtvaart (NL) Civil-Military co-location (-) LVNL - Luchtverkeersleiding Co-location is finalised in Implemented. - Nederland (NL), Militaire Q4 2017. Luchtvaart Autoriteit (NL) Electronic Flight Strips at LVNL - Luchtverkeersleiding 01/09/2014 - 31/12/2019 Implemented. L2: AO-0102, AO-0603, DCB- Schiphol TWR (108AF2) Nederland (NL) Operational in use: Q2 0302, IS-0101, IS-0102, IS-0204 2019 DP: Project 108AF2; Family 2.1.2 / Electronic Flight Strips at Schiphol TWR RP2 PP: Replacement EHAM/EHRD TWR system Implementation of AOP Amsterdam Airport Schiphol 01/01/2017 - 31/12/2019 The AOP project ended in December 2019. It is an L3: AOP11 Schiphol Airport (NL) initial phase of the AOP and will be extended in the DP: Project 2015_178_AF2; (2015_178_AF2) future based on developments coming from Family 2.1.4 SESAR2020. The AOP will be used in the APOC starting in 2020. Implementation of APOC Amsterdam Airport Schiphol 01/01/2016 - 31/12/2020 The APOC building and interior are delivered to the L3: AOP11 Schiphol Airport (NL) Operations Department in December 2019. In 2020 DP: Project 2015_179_AF4; (2015_179_AF4) trials, training, creating procedures and processes will Family 4.2.2 be developed. Operational use is planned for end of 2020. Implementation of LVNL - Luchtverkeersleiding 16/02/2016 - 31/10/2017 Implemented. L3: ITY-ADQ Aeronautical Data Quality Nederland (NL) DP: Project 2015_168_AF5; (ADQ) at LVNL Family 5.3.1 (2015_168_AF5) Meteorological Information Koninklijk Nederlands 01/06/2015 - 31/12/2020 - DP: Project 110AF5; Family Exchange by MET ANSP Meteorologisch Instituut 5.4.1 KNMI (110AF5) (NL)
LSSIP Year 2019 Netherlands Level 1 31 Released Issue Name of project: Organisation(s): Schedule: Status: Links: RNAV1 and RNP-APCH LVNL - Luchtverkeersleiding 01/01/2014 - 31/12/2021 The RNAV 1 transition ARTIP - 36R EHAM and RNP L3: NAV03.1, NAV03.2 approaches Amsterdam Nederland (NL) APCH 22 EHAM has been implemented. DP: Project 107AF1; Family Schiphol (107AF1) Implementation of RNAV 1 transitions to 18C for night 1.2.3 time use are scheduled for 2020. Realisation Centralized Base LVNL - Luchtverkeersleiding 2018 / end of 2021 The project will implement Remote tower and L3: AOP14 Beek en Eelde (EHBK en Nederland (NL) centralized approach project as primary means of ATC EHGG) for Groningen and Maastricht Airports. Requirements are drafted, a contract is signed with a supplier and detailed design is ongoing. Replacement AAA (iCAS) LVNL - Luchtverkeersleiding The iCAS partnership aims The FAT R4.2 is completed, The SAT on the iCAS- L2: AO-0602, AOM-0205, AOM- (Maintenance Technical Nederland (NL) at the development and consoles for the ACC-CWP is completed. Work on the 0401, AOM-0504, AOM-0703, Systems) deployment of iCAS within AMAN-iCAS interface is ongoing. Work on a LARA AOM-0802, AUO-0301, DCB- LVNL ATC Centre and al interface and implementation of LARA is ongoing. 0102, DCB-0201, TS-0305 four DFS ATC Centres Work on the TWR system-iCAS interface, including a DP: 2015_190_AF3 / during the period 2015- message broker, is ongoing. Deployment of Air Traffic 2024 in which operational Control System iCAS: cut-over at LVNL is Implementation of ATM PCP planned for winter Functionalities at LVNL and DFS 2022/2023. RP2 PP: Replacement AAA TWR System at Amsterdam LVNL - Luchtverkeersleiding 16/02/2016 - 31/12/2021 - 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 TWR System by the Frequentis system - Completed a project to build an interface between the new Electronic Flight Strip System as provided by Frequentis and the iCAS main centre automation system. - Started a project to deliver a new DMAN.
LSSIP Year 2019 Netherlands Level 1 32 Released Issue Name of project: Organisation(s): Schedule: Status: Links: Workload model for LVNL - Luchtverkeersleiding 16/02/2016 - 31/12/2020 In 2019, the development of new functionalities for DP: Project 2015_167_AF4; Amsterdam Area Control, Nederland (NL) the workload model for ACC was conducted. These Family 4.4.2 Approach Control and functionalities will be implemented in 2020. For the Ground operations APP workload model, progress was made with the (2015_167_AF4) addition of outbound flight information, which will go live in 2020. In 2019, a start was made with the development of a workload model based on complexity for Ground Operations. This workload model will be implemented to use for analyses in 2020.
LSSIP Year 2019 Netherlands Level 1 33 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 2019; • 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. 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 PCP or CP1 (under consultation), 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 – Optimized. In December 2018, the project team decided to skip the Optimized Step and to incorporate the envisaged features of the Optimized 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 2019 Netherlands Level 1 34 Released Issue This step will also take into account further validated SESAR results produced under SESAR2020 PJ25 which finished in December 2019 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. First prototype of the XMAN Portal (main feature of the Advanced Step of the XMAN project) was developed by MUAC and was used during the SESAR2020 PJ25 Demonstration. Initial implementations at MUAC, Reims UAC and Karlsruhe UAC in SESAR VLD were completed. 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 2019: - 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 is included. Collaboration with other surrounding FABs is ongoing.
LSSIP Year 2019 Netherlands Level 1 35 Released Issue
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 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 proposed PCP review (also referred to as CP1) the deployment target date has been set as: • Initial FRA implementation as from 1 January 2022. • National final implementation, including cross-border FRA among neighbouring States and FRA connectivity with TMAs as from 1 January 2025. 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 PCP review/CP1 the FABEC project will continue until 2024. DSNA and Skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years in preparation of Full FRA. DSNA has reviewed its FRA implementation calendar as follows: • Dec 2021: H24 FRA FL195+ North West 1 (LFRR Atlantic part), South West (LFBB) with the current system and Center (a portion of LFFF). • Winter 2022- 2023: H24 FRA FL195+ North West 2 (LFRR Central) • Winter 2023-2024: H24 FRA FL195+ North West “ (LFRR East and a portion of LFFF beneath) + South East ( LFMM) + North East (Reims and a portion of LFFF beneath)
Skyguide plans H24 FRA FL195+ on 2 December 2021. On the 1st of March 2018, DFS has implemented Full FRA H24 in EDDU North airspace above FL 285 and EDDU East Airspace above FL 315 and Full FRA Night above FL245 in all the DFS airspace. DFS plans H24 FRA FL245+ by December 2021. On 5 December 2019, MUAC has successfully implemented H24 FRA.
LSSIP Year 2019 Netherlands Level 1 36 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 2018: - 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 it 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 RTS simulations. Safety No, direct impact but existing problem areas might get more complex and if new choke points appear, they potentially impact safety. 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 2019 Netherlands Level 1 37 Released Issue Multinational projects
Name of project: Organisation(s): Schedule: Status: 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 2019 Netherlands Level 1 38 Released Issue 4. Cooperation activities
FAB Co-ordination
FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland.
The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations.
After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013.
FABEC intends to provide capacity, solve bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe.
Multinational cooperation initiatives
LVNL and MUAC contribute to the implementation project “New PENS Stakeholders contribution for the procurement and deployment of NewPENS”.
LSSIP Year 2019 Netherlands Level 1 39 Released Issue 5. Implementation Objectives Progress
State View: Overall Objective Implementation Progress
7; [11%]
4; [7%] Completed 22; [36%] Ongoing Planned Late 13; [21%] Not yet planned Not Applicable
13; [21%] 2; [3%]
Compared to 2018, the percentage of completed Objectives has decreased from 43% to 36%. This is due to the addition of new projects and extension of the scope of several Objectives, which were ‘completed’ in the previous LSSIP edition. The Objectives AOM19.2, AOM19.3, AOM19.4 and AOP10 are dependent on the implementation of iCAS. This means that the implementation of these Objectives will be late. The Objective AOP11 – Initial Airport Operations Plan – has been completed in 2019. The Objective AOP12 has changed from ‘ongoing’ to ‘late’. Electronic Flight Strips have been implemented in 2019. The Objective ATC02.9 has changed from ‘not yet planned’ to ‘late’. The implementation of this Objective is dependent on the implementation of iCAS. The Objective COM11 is now split into two objectives; COM11.1 and 11.2. A common (LVNL and MIL ANSP) Civ Mil VCS project is ongoing. This will make the use of VoIP possible. The Objective FCM04.2 has changed from ‘not yet planned’ to ‘planned’. The implementation is planned for 2021. The Objective FCM08 will be part of the second release of iCAS. This is why this Objective will be late. The Objective INF08.1 has changed from ‘not yet planned’ to ‘ongoing’. NAV03.1 has changed from ‘completed’ to ‘ongoing’, due to the extension of the scope of this Objective.
LSSIP Year 2019 Netherlands Level 1 40 Released Issue
Objective Progress per SESAR Key Feature
The Implementation objectives progress charts per Key Feature below show progress only for Implementation Objectives applicable to the State/Airport and which are not local objectives. Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C: Implementation Objectives’ links with SESAR, ICAO and DP.
Legend:
## % = Expected completion / % Progress
= Implementation Objective timeline (different colour per KF) 100% = Objective completed = Completion beyond Implementation Objective timeline
Optimised ATM Network Services
<16 16 17 18 19 20 21 22 23 24 25 >26
AOM13.1 Harmonise Operational Air Traffic (OAT) and 100 %
General Air Traffic (GAT) Handling
AOM19.1 ASM Support Tools to Support Advanced FUA 58 %
(AFUA)
AOM19.2 ASM Management of Real-Time Airspace Data 25 %
AOM19.3 Full Rolling ASM/ATFCM Process and ASM 3 %
Information Sharing
AOM19.4 Management of Pre-defined Airspace 5 %
Configurations
FCM01 Implement enhanced tactical flow 100 %
management services
FCM03 Collaborative Flight Planning 100 %
FCM04.2 Short Term ATFCM Measures (STAM) - Phase 0 %
2
FCM05 Interactive Rolling NOP 78 %
FCM06 Traffic Complexity Assessment 82 %
LSSIP Year 2019 Netherlands Level 1 41 Released Issue Advanced Air Traffic Services
<16 16 17 18 19 20 21 22 23 24 25 >26
ATC02.2 Implement ground based safety nets - Short 100 %
Term Conflict Alert (STCA) - level 2 for en-
route operations
ATC02.9 Short Term Conflict Alert (STCA) for TMAs 0
%
ATC07.1 AMAN Tools and Procedures
EHAM - Amsterdam Airport 100 %
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
ATC16 Implement ACAS II compliant with TCAS II 100 %
change 7.1
ATC17 Electronic Dialogue as Automated Assistance 88 %
to Controller during Coordination and
Transfer
ENV01 Continuous Descent Operations (CDO)
EHAM - Amsterdam Airport 60 %
ITY-COTR Implementation of ground-ground automated 100 %
co-ordination processes
NAV03.1 RNAV 1 in TMA Operations 48
%
NAV03.2 RNP 1 in TMA Operations 13 %
NAV10 RNP Approach Procedures to instrument RWY 70 %
NAV12 ATS IFR Routes for Rotorcraft Operations 0
%
LSSIP Year 2019 Netherlands Level 1 42 Released Issue High Performing Airport Operations
<16 16 17 18 19 20 21 22 23 24 25 >26
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 11 %
AOP11 Initial Airport Operations Plan
EHAM - Amsterdam Airport 100 %
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 %
SAF11 Improve Runway Safety by Preventing 100 %
Runway Excursions
LSSIP Year 2019 Netherlands Level 1 43 Released Issue Enabling Aviation Infrastructure
<16 16 17 18 19 20 21 22 23 24 25 >26
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
COM12 New Pan-European Network Service 88 %
(NewPENS)
FCM08 Extended Flight Plan 0 %
INF07 Electronic Terrain and Obstacle Data (eTOD) 46 %
INF08.1 Information Exchanges using the SWIM 3 %
Yellow TI Profile
ITY-ACID Aircraft Identification 90 %
ITY-ADQ Ensure Quality of Aeronautical Data and 100 %
Aeronautical Information
ITY-AGDL Initial ATC Air-Ground Data Link Services 0 %
ITY- 8,33 kHz Air-Ground Voice Channel Spacing 100 %
AGVCS2 below FL195
ITY-FMTP Common Flight Message Transfer Protocol 100 %
(FMTP)
ITY-SPI Surveillance Performance and Interoperability 100 %
LSSIP Year 2019 Netherlands Level 1 44 Released Issue ICAO ASBU Implementation Progress
The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2019 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by the ICAO EUR EASPG/1 meeting (European Aviation System Planning Group).
Legend:
= Completed (during 2019 or before) = Missing planning date = Progress achieved in 2019 = Not applicable
<16 16 17 18 19 20 21 22 23 24 25 >26
B0-ACAS ACAS Improvements 100 %
B0-ACDM Improved Airport Operations through Airport- 100 %
CDM
B0-APTA Improved Airport Accessibility 100 %
70.0 % B0-ASUR Improved access to Optimum Flight Levels 100 %
through Climb/Descent Procedures using ADS-B
B0-CCO Improved Flexibility and Efficiency in 100 %
Departure Profiles 0.0 % B0-CDO Improved Flexibility and Efficiency in Descent 100 %
Profiles (CDOs) 60.0 % B0-DATM Service Improvement through Digital 100 %
Aeronautical Information Management
B0-FICE Increased Interoperability, Efficiency and 100 %
Capacity through Ground-Ground Integration
B0-FRTO Improved Operations through Enhanced En-
Route Trajectories.
B0-NOPS Improved Flow Performance through Planning 100 %
based on a Network-Wide view
B0-RSEQ Improved Runway Traffic Flow through 100 %
Sequencing (AMAN/DMAN)
B0-SNET Ground based safety nets 1 66.67 %
B0-SURF Improved Runway Safety (A-SMGCS Level 1-2 100 %
and Cockpit Moving Map)
B0-TBO Improved Safety and Efficiency through the
initial application of Data Link En-Route
LSSIP Year 2019 Netherlands Level 1 45 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 Key Feature: Optimised ATM Network Services - Harmonisation has been completed. LVNL can handle OAT as GAT. 31/12/2013 REG (By:12/2018) Ministerie Completed van Infrastructu The EUROCONTROL guidance material has been ur en - 100% reviewed. No revisions have to be made. 30/06/2011 Waterstaat - Directie Luchtvaart Militaire Completed Luchtvaart - - 100% 30/06/2011 Autoriteit ASP (By:12/2018) LVNL - Completed Luchtverkee - - 100% rsleiding 31/12/2013 Nederland Militaire Completed Harmonisation has been completed. LVNL can handle Luchtvaart - 100% OAT as GAT. 31/12/2013 Autoriteit 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 2019 Netherlands Level 1 46 Released Issue
ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 58% Late Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic, implementation of LARA is postponed to 2023. Within the military ATM structure LARA is already installed and as of October 2017 FOC. However, the co-location at LVNL will enable the full scope of the SLoA to be completed 01/04/2023 accordingly.
LVNL is working together with CLSK and the Ministry of Infrastructure on the further development of the Airspace Management Cell. ASP (By:12/2018) 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 31/12/2018 is not applicable to LVNL.
The civil airspace controlled by LVNL is 24/7 available for LVNL - air traffic. At fixed, published times parts of the military LARA Luchtverkee airspace including CDR's are handed over from MIL to Airspace 16% rsleiding 01/04/2023 LVNL. Exemptions are co-ordinated manually. In order booking tool Nederland to improve the efficient use of airspace further, implementation of LARA at LVNL is planned together with the implementation of iCAS. Activities concerning the implementation of LARA 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. As of October 2017, LARA is FOC at AOCS NM. According Completed Air plan the unit is transferred to LVNL at SCHIPHOL. This Operations move has caused a setback in usage due to fact that it is Control not connected to the operational system AAA. LARA V3 - 100% Station 31/12/2019 is implemented and running. Due to the setback, usage Nieuw of LARA on all airbases and ANSP positions is limited due Milligen to deployment. 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 2019 Netherlands Level 1 47 Released Issue
ASM Management of Real-Time Airspace Data Timescales: AOM19.2 25% Late Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The civil airspace controlled by LVNL is 24/7 available for air traffic. In order to make effectively use of military airspace and CDR's for civil air traffic. For the further realisation of AOM 19.2, 31/12/2024 iCAS has to be implemented. ASP (By:12/2021) 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 does not have the ability to LVNL - implement this objective other than the implementation Luchtverkee of LARA. For the further realisation of AOM 19.2, iCAS - 0% 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. Air Ongoing LARA is installed at airbases and AMC levels. The LARA Operations V3 incorporates the required features for NM Control coordination. No real time data displayed on CWP's due - 50% Station 31/12/2021 to operation system limitations. Improvement foreseen Nieuw with realisation of iCAS. Milligen
LSSIP Year 2019 Netherlands Level 1 48 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: 31/12/2021 Links: B0-FRTO, B1-FRTO, B1-NOPS, B2-NOPS | Key Feature: Optimised ATM Network Services - The implementation of LARA V3 will fully support the automated process with regard to 31/12/2024 military rolling ASM process. ASP (By:12/2021) 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. The implementation of LARA V3 will fully support the Ongoing Militaire automated process with regard to rolling ASM process. Luchtvaart - 5% Procedures and processes have to be designed 31/12/2021 Autoriteit accordingly once V3 is operational.
LSSIP Year 2019 Netherlands Level 1 49 Released Issue
Management of Pre-defined Airspace Configurations Timescales: AOM19.4 10% Late Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - 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:12/2021) 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) % Applicable Timescales: - not applicable - Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - 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:12/2021) The deadline for this implementation objective is Not connected to the PCP implementation of S‐AF3.2 Free Applicable Route with a geographical scope of airspace at and LVNL - above flight level 310. LVNL is not responsible for flights Luchtverkee Free Route on and above flight level 310, LVNL provides ANS below % rsleiding Airspace FL245. Therefore, the deadline of 31/12/2021 is not - Nederland applicable to LVNL. In addition, no civil local FRA airspace has been identified in the Amsterdam FIR below FL245. Militaire Not No local FRA airspace has been identified in the Free Route Luchtvaart % Applicable Amsterdam FIR below FL245. Airspace Autoriteit -
LSSIP Year 2019 Netherlands Level 1 50 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: 31/12/2011 Links: B0-SURF | Key Feature: High Performing Airport Operations 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:12/2011) LVNL - Completed Luchtverkee Same as in the overall comment. - 100% rsleiding 31/12/2008 Nederland APO (By:12/2010) 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 2019 Netherlands Level 1 51 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: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations 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:12/2017) 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:12/2017) A multi-lateral system supporting the use of the labels in Completed Amsterdam relation with the ground surveillance equipment by Airport Tower control is operational at Schiphol airport. The - 100% 31/12/2010 Schiphol 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: 31/12/2016 Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations 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 31/05/2018 taken in operational use. The start of exchange of DPI messages with the EUROCONTROL Network Manager was effectuated in May 2018. MIL has no plans for this objective and deems it "Not Applicable" for military ATC. ASP (By:12/2016) 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. Airport CDM Luchtverkee LVNL is a member of the EUROCONTROL CDM implementa 100% rsleiding Taskforce. Implementation has started in 2009. In Q2 tion 31/05/2018 Nederland 2015 CPDSP was taken in operational use. The start of Schiphol exchange of DPI messages with the EUROCONTROL Network Manager was effectuated in May 2018. APO (By:12/2016) 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 Schiphol May 2018.
LSSIP Year 2019 Netherlands Level 1 52 Released Issue Time-Based Separation Timescales: AOP10 11% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations EHAM - Amsterdam Airport The Ministry as funded research into 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. 01/04/2021 Implementation of TBS is dependent on the introduction of iCAS. REG (By:12/2023) 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 in 2016, including a business case with possible benefits - 29% 01/03/2021 Waterstaat - for Schiphol. Implementation of TBS is dependent on the Directie introduction of iCAS. Luchtvaart Inspectie Not yet Leefomgevi planned - - 0% ng en - Transport ASP (By:12/2023) LVNL - Ongoing Luchtverkee - RECAT-TBS 10% rsleiding 01/04/2021 Nederland
Initial Airport Operations Plan Timescales: AOP11 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations 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:12/2021) 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:12/2021) 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 2019 Netherlands Level 1 53 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: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations EHAM - Amsterdam Airport Electronic Flight Strips are implemented in April 2019, subsequently the detection of conflicting 31/12/2023 clearances and conformance monitoring will be implemented. ASP (By:12/2020) LVNL - Late Electronic Flight Strips are implemented in April 2019, Luchtverkee subsequently the detection of conflicting clearances and - 40% rsleiding 31/12/2023 conformance monitoring will be implemented. Nederland APO (By:12/2020) Amsterdam Not Airport - - % Applicable Schiphol -
Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 2% Ongoing Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EHAM - Amsterdam Airport This project will not start before the Tower FDP/RDP System has been replaced. Activities to 31/12/2023 implement the automated assistance are not expected to start before 2023. REG (By:12/2023) Ministerie Ongoing van Infrastructu ur en NLR has started doing research in 2018. - 10% 31/12/2023 Waterstaat - Directie Luchtvaart ASP (By:12/2023) LVNL - Planned Luchtverkee - - 0% rsleiding 31/12/2023 Nederland
LSSIP Year 2019 Netherlands Level 1 54 Released Issue
Ground-Based Safety Nets
Not ATC02.8 (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - Due to the flat landscape and the availability and use of ILS's, there is no use for an MSAW or APM function in The Netherlands. - APW is not a PCP pre-requisite because there is no FRA; nonetheless, an APW function will be implemented in iCAS, the new FDP system. ASP (By:12/2016) Due to the flat landscape and the availability and use of Not LVNL - ILS's, there is no use for an MSAW or APM function in Applicable Luchtverkee The Netherlands. - % 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 Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - 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 for 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 2019 Netherlands Level 1 55 Released Issue
AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services 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:12/2019) 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. LVNL - AMAN 1.0 implemented improved Trajectory Predictor Amsterdam Luchtverkee (TP), Delta-T indication and Preview Window. As part of Schiphol 100% rsleiding 31/12/2018 AMAN 1.0 a user friendly arrival manager is deployed, AMAN 1.0 Nederland which supports controllers to optimize traffic flows to Schiphol airport and is a good basis for further 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: 31/12/2021 Links: B1-FRTO | Key Feature: Advanced Air Traffic Services - The Mil ANSP (AOCS NM) uses the MUAC system in a virtual centre mode. Apart from the iFMP and the future Multi/Meta sector concepts both systems specs are identical. The LSSIP report provided by MUAC states on 12.1 reflects the status for the Dutch mil ANSP system. - AAA has all the necessary functions on MTCD, which are useful for the LVNL operation. All these functions will also be a part of the new iCAS system. ASP (By:12/2021) LVNL - 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 2019 Netherlands Level 1 56 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 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - 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 31/12/2020 exchange with adjacent centres can be realized after the implementation of iCAS, which is planned for the end of 2021. ASP (By:12/2019) To complete this implementation objective AMAN 2.0 Late projects are needed. These projects are delayed because of a shortage in resources and tasks are more complicated and take more time than planned. The exchange with adjacent centres can be realized after the implementation of iCAS which is planned for winter 2022/2023.
AMAN 1.0 is implemented in 2018 and completed. AMAN 1.0 implements improved Trajectory Predictor (TP), Delta-T indication and Preview Window. As part of AMAN 1.0 a user friendly arrival manager is deployed which supports controllers to optimize traffic flows to Schiphol airport. The deployment is combined with initial steps to improve sequence stability by extending the AMAN horizon (through earlier receiving ACT messages and extending the correlation area). The AMAN 2.0 project which will work on the implementation of high resolution meteo data to Amsterdam improve trajectory prediction, Implementation of speed Schiphol LVNL - advisories, Implementation of flexible trajectory AMAN 2.0 / Luchtverkee prediction to support optimised descent profiles, started Extended 50% rsleiding 31/12/2020 in 2018. Arrival Nederland The Schiphol AMAN 2.0 project builds on the new arrival Managemen management system implemented through the Schiphol t AMAN 1.0 project. The AMAN 2.0 project consists of a number of improvements, which were placed out of scope of the AMAN 1.0 project for reasons of transition planning and phased deployment of improvements. The main improvements of AMAN 2.0 are: 1) Improved meteo for trajectory prediction This change involves adopting an improved meteo model and a more refined grid of meteo data in the TP. 2) speed advisories. This function provides the executive controller with an advised aircraft speed to meet a target time over the initial approach fix (TMA entry point) 3) Flexible TP. This function creates a feedback loop of route and speed options back to the TP. This enables controllers to evaluate the effect of route/speed combinations on the time over a merge point. The flexible TP function enables optimized descent profiles during off-peak hours.
LSSIP Year 2019 Netherlands Level 1 57 Released Issue Arrival Management Extended to En-route Airspace Timescales: ATC15.2 20% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - In 2017, LVNL has developed an AMAN roadmap. Extended AMAN to en-route airspace is part 31/12/2023 of this roadmap. No activities are planned yet. ASP (By:12/2023) A project for implementing an Extended AMAN horizon Ongoing LVNL - to 180-200 NM for ACC sector 3, with involvement of Luchtverkee three upstream centres (Reims-MUAC-Skeyes), is - 20% rsleiding ongoing and the commissioning is expected in 2021. The 31/12/2023 Nederland 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: 31/12/2018 Key Feature: Advanced Air Traffic Services - 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 is not yet clear if they will be implemented in iCAS.
ASP (By:12/2018) 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 2019 Netherlands Level 1 58 Released Issue
Migrate from AFTN to AMHS Timescales: COM10 88% Late Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 Key Feature: Enabling the Aviation Infrastructure - LVNL has implemented AMHS basic capability. Implementation of capability enhancement is ongoing. MIL migration to AMHS was realised with the introduction of a new ATC system in 31/12/2024 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) Militaire Due to the co-location, AMHS capability has been Late Luchtvaart implemented with the Amadeus system. See comment - 88% 31/12/2024 Autoriteit LVNL 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.
Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 8% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2021 Key Feature: Enabling the Aviation Infrastructure - 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:12/2021) Air Planned Operations MIL ANSP is planning to implement a new VCS system. Control VoIP is no proven technology (e.g. too much time delay) - 0% Station and is not fit for implementation yet. Similar to LVNL, 31/12/2020 Nieuw MIL ANSP will probably start using VoIP in 2023 Milligen 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 2022.
LSSIP Year 2019 Netherlands Level 1 59 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 Key Feature: Enabling the Aviation Infrastructure - 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 - A common (LVNL and MIL ANSP) Civ Mil VCS project is Ongoing Luchtverkee ongoing. This will make the use of VoIP possible. LVNL - 7% rsleiding will implement inter-centre telephony as a next step 31/12/2022 Nederland that is expected to end in 2022.
New Pan-European Network Service (NewPENS) Timescales: COM12 88% Ongoing Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 Links: B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - - 31/12/2020 ASP (By:12/2024) LVNL is involved in a European NewPENS project, which Ongoing is led by EUROCONROL. The supplier of the newPENS LVNL - gateway has been procured. Currently LVNL is Luchtverkee investigating the possibilities how to migrate to - 88% rsleiding NewPENS. Probably, this has to be done in 2 phases. The 31/12/2020 Nederland first phase is the implementation of the NewPENS connection. The second phase is the migration of applications and services to the NewPENS environment. APO (By:12/2024) Not Regional - - % Applicable Airports - Amsterdam Not Airport - - % Applicable Schiphol -
LSSIP Year 2019 Netherlands Level 1 60 Released Issue
Continuous Descent Operations (CDO) Timescales: ENV01 60% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services 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 31/12/2023 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) Route and runway use is part of Dutch legislation. Ongoing Adaptations are under consideration including different types of CDAs. LVNL has implemented CDO for low density hours. LVNL is in charge of the APO SLoAs. Due to intense communication with the community around LVNL - Schiphol via CROS and the Alders Table, the use of CDO Luchtverkee will be substantially expanded in time and in flight - 50% rsleiding 31/12/2023 profiles. LVNL has planned actions for implementing Nederland CDO procedures enabled by PBN. There is still the issue concerning capacity when RNP1 approaches are combined with CDOs. Therefore, RNP1 approaches combined with CDOs are possibly only used during low density hours. 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: 31/12/2017 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - 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:12/2017) 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 2019 Netherlands Level 1 61 Released Issue
Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 0% Planned Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 Key Feature: Optimised ATM Network Services - In 2017, LVNL started activities on the further development of capacity management. These will continue in the years to come and will also focus on STAM procedures. LVNL will work on 31/12/2021 the what-if function of our Workload Model. This will provide an upgrade in the local systems for STAM procedures. Project for STAM procedures are not defined yet. ASP (By:12/2021) There are several activities going on to smooth sector Planned workloads and further development of capacity LVNL - management by a system supported approach, like a Luchtverkee workload model (WLM) and a decision support tool - 0% rsleiding 31/12/2021 (DST) including what-if functions. These activities will Nederland continue in the years to come and will also focus on STAM measures and procedures.
Interactive Rolling NOP Timescales: FCM05 78% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 Links: B1-ACDM, B1-NOPS | Key Feature: Optimised ATM Network Services - Amsterdam Airport Schiphol provides all required data to the NM. RNLAF has planned the use of AIXM 5.1 B2B and data exchange with NM with the next version of LARA. LVNL has planned 31/12/2021 the use of LARA as well. ASP (By:12/2021) 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:12/2021) Amsterdam Ongoing All required data is provided to the Network Manager Airport - 55% for DDR. 31/12/2021 Schiphol
LSSIP Year 2019 Netherlands Level 1 62 Released Issue
Traffic Complexity Assessment Timescales: FCM06 82% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-NOPS | Key Feature: Optimised ATM Network Services - 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 31/12/2020 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:12/2021) 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 - 82% rsleiding 31/12/2020 and weather circumstances. A project is ongoing to Nederland improve WLM for ACC sectors.
Extended Flight Plan Timescales: FCM08 0% Late Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 Links: B1-FICE | Key Feature: Enabling the Aviation Infrastructure - EFPL is planned to be implemented by LVNL in the second release of new FDP system iCAS. 31/12/2026 ASP (By:12/2021) This objective states that FF-ICE (Flight & Flow Late Information for a Collaborative Environment) flight plan data addressing the transmission of e‐FPL data to ANSPs will be implemented when transition to FF‐ICE/1 is achieved. Upgrade of the LVNL ground systems with the LVNL - capability to receive and process extended flight plan (e‐ Luchtverkee FPL) information via FF‐ICE/1 will therefore be - 0% rsleiding implemented after transition to FF‐ICE/1 is achieved and 31/12/2026 Nederland after the commissioning (planned winter 2022-2023) of the new iCAS air traffic control system. It seems logical to synchronise the upgrade of ground systems, with the capability to receive and process e‐FPL information via FF‐ICE/1, with the implementation of Flight Objects.
LSSIP Year 2019 Netherlands Level 1 63 Released Issue
Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 46% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 Key Feature: Enabling the Aviation Infrastructure - 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:05/2018) 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:05/2018) 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 31/12/2020 Nederland be made compatible. The implementation is planned to be finished in December 2020 APO (By:05/2018) Amsterdam Late Roadmap will be made in line with regulator’s Airport - 5% requirements. 31/12/2020 Schiphol
Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 3% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 Links: B1-DATM, B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - - 31/12/2024 ASP (By:12/2024) LVNL - Ongoing Luchtverkee - - 3% rsleiding 31/12/2024 Nederland MIL (By:12/2024) Militaire Planned Luchtvaart - - % 31/12/2024 Autoriteit APO (By:12/2024) Amsterdam Not yet Airport - - % planned Schiphol - Not yet Regional - - % planned Airports -
LSSIP Year 2019 Netherlands Level 1 64 Released Issue
Aircraft Identification Timescales: ITY-ACID 90% Late Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Key Feature: Enabling the Aviation Infrastructure - Downlinked aircraft identification is completely integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol and Rotterdam TMA. The implementation in the TMA's of smaller airfields is ongoing. 31/12/2021 The military ANSP has completed the required procedures and system introduction as of 09 October 2013. The declaration of the applicable airspaces as required by the IR1206 and 1207/2011 is ongoing ASP (By:01/2020) Militaire Completed Luchtvaart - - 100% 11/10/2013 Autoriteit Air Completed Operations The military ANSP has completed the required Control procedures and system introduction as of 09 October - 100% Station 2013. The declaration of the applicable airspaces as 11/10/2013 Nieuw required by the IR1206 and 1207/2011 is ongoing Milligen Downlinked aircraft identification is completely Late integrated in systems, procedures, training and operational use for ACC and the Amsterdam Schiphol LVNL - and Rotterdam TMA. The implementation in the TMA's Luchtverkee of Groningen-Eelde (EHGG) and Maastricht-Aachen - 80% rsleiding (EHBK) is ongoing and will be effectuated when iCAS is 31/12/2021 Nederland in place (planned winter 2022/2023). LVNL has received an exemption from ILT for the implementation on regional airports Beek and Eelde until ICAS is installed.
LSSIP Year 2019 Netherlands Level 1 65 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 Links: B0-DATM | Key Feature: Enabling the Aviation Infrastructure - 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) 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. 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. ASP (By:06/2017) 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. 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 with 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.
LSSIP Year 2019 Netherlands Level 1 66 Released Issue APO (By:06/2017) A Task Force (-from AIS to 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 Timescales: Not ITY-AGDL Entry into force: 06/02/2009 % Applicable ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 Links: B0-TBO | Key Feature: Enabling the Aviation Infrastructure - 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 - % 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 - % Applicable FL245. Autoriteit -
LSSIP Year 2019 Netherlands Level 1 67 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 Key Feature: Enabling the Aviation Infrastructure - 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 Defence 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 2019 Netherlands Level 1 68 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 Links: B0-FICE, B1-FICE | Key Feature: Enabling the Aviation Infrastructure - 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) LVNL - Completed Luchtverkee - - 100% rsleiding 31/12/2014 Nederland 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. MIL (By:12/2014) Militaire FMTP was implemented with the introduction of the Completed Luchtvaart new ATC system SAS. After the co-location in December - 100% 31/10/2013 Autoriteit 2017 the service is depending on the LVNL systems.
LSSIP Year 2019 Netherlands Level 1 69 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 : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 Links: B0-ASUR | Key Feature: Enabling the Aviation Infrastructure - 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. 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 MIL (By:06/2020) 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.
LSSIP Year 2019 Netherlands Level 1 70 Released Issue
RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 48% 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 Links: B0-CCO, B0-CDO, B1-RSEQ | Key Feature: Advanced Air Traffic Services - 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 Ongoing Leefomgevi - - 10% ng en 02/01/2020 Transport Ministerie Not van Applicable Infrastructu ur en - - % Waterstaat - - Directie Luchtvaart 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 and 18R 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 47% 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 2019 Netherlands Level 1 71 Released Issue
RNP 1 in TMA Operations Timescales: Start: 07/08/2018 NAV03.2 13% 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 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - 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) Inspectie Ongoing Leefomgevi - - % ng en 02/01/2020 Transport Ministerie Ongoing van DGLM has started work on the new PBN Roadmap for Infrastructu the Amsterdam FIR for 2020-2030. Together with the ur en PBN transition plan (made by the ANSP) the PBN - 10% 31/12/2020 Waterstaat - Roadmap 2020-2030 will cover all PBN related plans and Directie upcoming policy decisions for the years to come. Luchtvaart ASP (By:06/2030) LVNL has set the first step by designing and Ongoing implementing a transition from IAF ARTIP to ILS 36R at Schiphol for day time use in accordance to RNAV1 which RNAV1 and LVNL - can later be regarded as an RNP1 transition and will be RNP-APCH Luchtverkee published as such in the AIP. LVNL is looking for a approaches 13% rsleiding 25/01/2024 solution to use RNAV1 and later RNP1 transitions Amsterdam Nederland without losing capacity for landings on SPL during busy Schiphol traffic periods at day time. Activities for the remaining Schiphol runways are planned.
LSSIP Year 2019 Netherlands Level 1 72 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 70% 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 Links: B0-APTA | Key Feature: Advanced Air Traffic Services - 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 31/12/2022 published in AIP at the end of 2022.
PBN Transition plan and PBN Roadmap are currently being written. REG (By:01/2024) EASA was reviewed in 2011 and policy decision was Ongoing made to mandate RNAV-1 24/7 for all IFR flights to and Ministerie from EHAM. Regulatory material is published in Q3 van 2012. Relevant changes have been made to the AIP. Infrastructu From 15th November 2012, RNAV-1 is compulsory for ur en - 55% EHAM IFR air traffic. 31/12/2020 Waterstaat - Directie PBN Transition plan and PBN Roadmap are currently Luchtvaart being written, the PBN Taskforce (chaired by DGLM) is keeping track of their progress. 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 at the end of 2022.
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 at Luchtverkee the end of 2021. - 78% rsleiding 31/12/2022 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 2019 Netherlands Level 1 73 Released Issue ATS IFR Routes for Rotorcraft Operations Timescales: Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes above FL150, where established.: 03/12/2020 One rotorcraft RNP0.3, RNP01 or RNAV1 SID and STAR per instrument Not NAV12 % RWY, where established.: 25/01/2024 Applicable Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes below FL150, where established.: 25/01/2024 All rotorcraft RNP0.3, RNP01 or RNAV1 SIDs and STARs per instrument RWY, where established.: 06/06/2030 Links: B1-APTA | Key Feature: Advanced Air Traffic Services - No national or international regulation and no need identified in the Netherlands. Therefore - not applicable. REG (By:06/2030) Ministerie Not van Applicable Infrastructu ur en - - % Waterstaat - - Directie Luchtvaart Inspectie Not Leefomgevi Applicable - - % ng en - Transport ASP (By:06/2030) LVNL - Not Luchtverkee Applicable - - % rsleiding - Nederland
LSSIP Year 2019 Netherlands Level 1 74 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 Key Feature: High Performing Airport Operations - 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) 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 recurrent trainings. 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. APO (By:12/2014) 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 recurrent 27/10/2015 Schiphol trainings. 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).
LSSIP Year 2019 Netherlands Level 1 75 Released Issue Additional Objectives for ICAO ASBU Monitoring
Direct Routing
Not AOM21.1 (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - 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 - % 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 Links: B0-SNET | Key Feature: Advanced Air Traffic Services - 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 2019 Netherlands Level 1 76 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 Links: B0-ACAS | Key Feature: Advanced Air Traffic Services - 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) Militaire Completed Luchtvaart Controllers are trained for TCAS procedures - 100% 01/03/2012 Autoriteit LVNL - Completed Luchtverkee Controllers are trained for TCAS procedures. - 100% rsleiding Performance monitoring is in place. 31/12/2011 Nederland 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 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - 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) Militaire Completed Luchtvaart Same as in the overall comment. - 100% 31/12/2006 Autoriteit LVNL - Completed Luchtverkee - - 100% rsleiding 31/01/2009 Nederland
LSSIP Year 2019 Netherlands Level 1 77 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 Links: B0-FICE | Key Feature: Advanced Air Traffic Services - 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 2019 Netherlands Level 1 78 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 Links: B1-RATS | Key Feature: High Performing Airport Operations 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 31/12/2021 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 % planned Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations 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 % Planned Applicability and timescale: Local Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations EHAM - Amsterdam Airport Schiphol Airport implemented taxiway lighting on taxiway W5 in order to be able do combined 01/05/2020 trials with objectives 13 and 16. These trials are planned for spring 2020
Provision/integration of departure planning information to NMOC Not AOP17 % Applicability and timescale: Local Applicable Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations EHAM - Amsterdam Airport Amsterdam Airport Schiphol already deployed A-CDM. -
Runway Status Lights (RWSL) Not yet AOP18 % Applicability and timescale: Local planned Links: B2-SURF | Key Feature: High Performing Airport Operations EHAM - Amsterdam Airport Schiphol Airport has not decided yet if RWSL will be implemented. -
Multi-Sector Planning En-route - 1P2T Not ATC18 0% Applicability and timescale: Local Applicable Key Feature: Advanced Air Traffic Services - LVNL does not operate in en-route airspace (lower center). Therefore, this objective is not - applicable.
Enhanced AMAN-DMAN integration Not yet ATC19 % planned Applicability and timescale: Local Links: B2-RSEQ | Key Feature: Advanced Air Traffic Services - LVNL has not yet planned AMAN-DMAN integration, this may be a solution for dependent - runways at Schiphol, this will be investigated.
LSSIP Year 2019 Netherlands Level 1 79 Released Issue Enhanced STCA with down-linked parameters via Mode S EHS Not yet ATC20 % planned Applicability and timescale: Local Links: B1-SNET | Key Feature: Advanced Air Traffic Services - Not yet planned. -
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations 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 Links: B0-CCO | Key Feature: Advanced Air Traffic Services 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 Links: B0-CCO | Key Feature: Advanced Air Traffic Services 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 Links: B0-CCO | Key Feature: Advanced Air Traffic Services 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 Links: B0-CCO | Key Feature: Advanced Air Traffic Services 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 2019 Netherlands Level 1 80 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 Waldo Jacobsen
Other Focal Points Organisation Name
Focal Point for U-space Ministry of Infrastructure and Robin Valkenburcht Water Management Focal Point for NETSYS Air Traffic Control the Dave Dronrijp Netherlands (LVNL)
LSSIP Year 2019 Netherlands Level 1 81 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 2019 Netherlands Level 1 82 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 2019 Netherlands Level 1 83 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 2019 Netherlands Level 1 84 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. 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.
LSSIP Year 2019 Netherlands Level 1 85 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 2019 In 2019, Amsterdam Airport Schiphol provided direct connections to 332 European and intercontinental airports. With passenger numbers totalling 71.7 million, Amsterdam Airport Schiphol ranks as Europe’s third-largest passenger airport in 2019. Schiphol is Europe’s fourth-largest airport for cargo volumes, procession 1.57 million tonnes. Air transport movements in 2019 totalled 496,826. The airport is an important location for businesses; over 900 companies are located on airport, offering direct employment to some 68,000 persons.
LSSIP Year 2019 Netherlands Level 1 86 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 2019 Netherlands Level 1 87 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 is undertaking a series of investments and other initiatives aimed at meeting our current and future capacity needs, both in the immediate future as well as the long term. At Schiphol, a new pier and terminal are constructed. Departure hall 1 is being redeveloped, and extra apron capacity is created. Lelystad Airport 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 2019 Netherlands Level 1 88 Released Issue C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more
The table below (extracted from the MPL3 Progress Plan 2019) shows for each implementation objective, the links with the SESAR Key Features, Major ATM Changes, SESAR 1 Solutions, Deployment Program families, ICAO ASBU, EASA EPAS and AAS TP milestones.
SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature AOM13.1 - Harmonise OAT and GAT handling FRA & A-FUA - - - - -
B1-FRTO B1- AOM19.1 - ASM tools to support A-FUA FRA & A-FUA #31 3.1.1 - AM-1.8 NOPS AOM19.2 - ASM management of real-time airspace B1-FRTO FRA & A-FUA #31 3.1.2 - AM-1.8 data B1-NOPS B1-FRTO AOM19.3 - Full rolling ASM/ATFCM process and ASM FRA & A-FUA #31 3.1.3 B1-NOPS - AM-1.8 information sharing B2-NOPS AOM19.4 – Management of Pre-defined Airspace B1-FRTO FRA & A-FUA #31 3.1.4 - - Configurations B1-NOPS FCM03 - Collaborative flight planning ATFCM - 4.2.3 B0-NOPS - AM-1.14
*FCM04.1 – STAM phase 1 ATFCM - 4.1.1 - - -
FCM04.2 - STAM phase 2 ATFCM #17 4.1.2 - - AM-1.11
4.2.2 B1-ACDM B1- - FCM05 - Interactive rolling NOP NOP #20, #21 AM-1.12 4.2.4 NOPS - FCM06 - Traffic Complexity Assessment ATFCM #19 4.4.2 B1-NOPS AM-1.13
FCM07 - Calculated Take-off Time (CTOT) to Target 4.3.1 - ATFCM #18 B1-NOPS AM-1.9 Times for ATFCM Purposes 4.3.2 - FCM09 - Enhanced ATFM Slot swapping ATFCM #56 - B1-NOPS -
LSSIP Year 2019 Netherlands Level 1 89 Released Issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature 3.2.1 B0-FRTO - *AOM21.1 - Direct Routing Free Route #32 - 3.2.3 B1-FRTO - AM-1.6 3.2.1 AOM21.2 - Free Route Airspace Free route #33, #66 B1-FRTO AM-1.10 3.2.4 AM-5.1 B0-SNET - ATC02.8 - Ground based safety nets ATM Systems - 3.2.1 - B1-SNET B0-SNET ATC02.9 – Enhanced STCA for TMAs ATM Systems #60 - MST.030 - B1-SNET Enhanced - ATC07.1 - Arrival management tools - 1.1.1 B0-RSEQ - Arrival Seq #27, - AM-1.15 ATC12.1 - MONA, TCT and MTCD ATM Systems 3.2.1 B1-FRTO #104 AM-5.1 Enhanced - ATC15.1 – Initial extension of AMAN to En-route - 1.1.2 B1-RSEQ - Arrival Seq Enhanced - ATC15.2 - Extension of AMAN to En-route #05 1.1.2 B1-RSEQ AM-1.3 Arrival Seq - ATC17 - Electronic Dialog supporting COTR Free Route - 3.2.1 - AM-1.3
- AM-4.3 ATC18 – Multi Sector Planning En-route – 1P2T Free Route #63 - - AM-5.1 Enhanced - ATC19 - Enhanced AMAN-DMAN integration #54 - B2-RSEQ - Arrival Seq ATC20- Enhanced STCA with down-linked parameters - ATM Systems #69 - B1-SNET - via Mode S EHS B0-CDO - ENV01 – Continuous Descent Operations PBN - - - B1-CDO - ENV03 – Continuous Climb Operations PBN - - B0-CCO -
B0-CDO RMT.0639 NAV03.1 – RNAV1 in TMA Operations PBN #62 - B0-CCO - RMT.0445 B1-RSEQ
LSSIP Year 2019 Netherlands Level 1 90 Released Issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations PBN #09, #51 B1-RSEQ - 1.2.4 RMT.0445 RMT.0639 1.2.1 NAV10 - RNP Approach Procedures to instrument RWY PBN #103 B0-APTA RMT.0445 - 1.2.2 RMT.0643 NAV12 – ATS IFR Routes for Rotorcraft Operations PBN #113 - B1-APTA MST.031 -
- AOP04.1 - A-SMGCS Surveillance (former Level 1) Surface mgt #70 2.2.1 B0-SURF -
- AOP04.2 - A-SMGCS RMCA (former Level 2) Surface mgt - 2.2.1 B0-SURF -
Collaborative 2.1.1 B0-ACDM - AOP05 - Airport CDM #106 - Apt 2.1.3 B0-RSEQ Enhanced ops - B1-RSEQ AOP10 - Time Based Separation in vicinity of #64 2.3.1 - B2-WAKE rwy Collaborative - AOP11 - Initial Airport Operations Plan #21 2.1.4 B1-ACDM - Apt AOP12 - Improve RWY and Airfield safety with CATC 2.1.2 - Surface mgt #02 B2-SURF - detection and CMAC 2.5.1 B1-ACDM - AOP13 – Automated assistance to Controller for #22 Surface mgt 2.4.1 B1-RSEQ - Surface Movement planning and routing #53 B2-SURF Remote #12, #71, AOP14 – Remote Tower Services - B1-RATS RMT.0624 - Tower #52, #13 AOP15 - Enhanced traffic situational awareness and - Surface mgt #04 - B2-SURF - airport SNET for the vehicle drivers AOP16 - Guidance assistance through airfield ground B1-RSEQ - Surface mgt #47 - - lighting B2-DURF AOP17 - Provision/integration of departure planning Collaborative B1-ACDM - #61 - - information to NMOC Apt B1-NOPS
LSSIP Year 2019 Netherlands Level 1 91 Released Issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature - AOP18 - Runway Status Lights (RWSL) Surface mgt #01 - B2-SURF -
ENV02 – Airport Collaborative Environmental Collaborative - - - - - Management Apt Enhanced ops - NAV11 - Implement precision approach using GBAS in vicinity of #55 - B1-APTA - CAT II/III based on GPS L1 rwy MST.007 SAF11 - Improve runway safety by preventing runway Surface mgt - - - RMT.0570 - excursions RMT.0703 - COM10 - Migration from AFTN to AMHS CNS rat. - - - -
COM11.1 - Voice over Internet Protocol (VoIP) in En- - CNS rat. - 3.1.4 - AM-1.3 Route COM11.2 - Voice over Internet Protocol (VoIP) in - CNS rat. - - - - Airport/Terminal Pre-SWIM & 5.1.2 - COM12 - NewPENS - B1-SWIM - SWIM 5.2.1 Pre-SWIM & - FCM08 – Extended Flight Plan #37 4.2.3 B1-FICE AM-1.4 SWIM RMT.0703 Pre-SWIM & INF07 - Electronic Terrain and Obstacle Data (e-TOD) - 1.2.2 - RMT.0704 - SWIM RMT.0722 5.1.3, 5.1.4, 5.2.1, 5.2.2, INF08.1 - Information Exchanges using the SWIM Pre-SWIM & B1-DATM #35, #46 5.2.3, - AM-1.5 Yellow TI Profile SWIM B1-SWIM 5.3.1, 5.4.1, 5.5.1, 5.6.1
LSSIP Year 2019 Netherlands Level 1 92 Released Issue
SESAR Major SESAR DP ICAO ASBU Level 3 Implementation Objectives Key ATM EPAS AAS TP Solution family B0, B1, B2 Feature change 5.1.3, 5.1.4, INF08.2 - Information Exchanges using the SWIM Blue Pre-SWIM 5.2.1, B1-DATM #28, #46 - AM-9.1 TI Profile & SWIM 5.2.2, B1-SWIM 5.2.3, 5.6.2 Pre-SWIM B1-DATM - INF09 - Digital Integrated Briefing #34 - - & SWIM B1-SWIM - ITY-ACID - Aircraft identification CNS rat. - - - -
ITY-ADQ - Ensure quality of aeronautical data and Pre-SWIM RMT.0722 - 1.2.2 B0-DATM - aeronautical information & SWIM RMT.0477 6.1.1 ITY-AGDL - Initial ATC air-ground data link services Data link - 6.1.3 B0-TBO RMT.0524 AM-1.1 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground Voice Channel - CNS rat. - - - - Spacing below FL195 ITY-FMTP - Apply a common flight message transfer Pre-SWIM B0-FICE - - - AM-1.3 protocol (FMTP) & SWIM B1-FICE RMT.0679 ITY-SPI - Surveillance performance and interoperability CNS rat. - - B0-ASUR - RMT.0519 * AOM21.1 was achieved in 2017 and FCM04.1 was achieved in 2018, therefore they were removed from the Implementation Plan 2018/2019. They are kept in this table for traceability purposes. Legend: Objective’s link to SESAR Key Feature:
Optimised ATM Network Services High Performing Airport Operations
Advanced Air Traffic Services Enabling Aviation Infrastructure
LSSIP Year 2019 Netherlands Level 1 93 Released Issue
D. SESAR Solutions implemented in a voluntary way3
This Annex is not published in the LSSIP Level 1, it can be made can be made available upon request to Focal Point and/or Contact Person.
3 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.
LSSIP Year 2019 Netherlands Level 1 94 Released Issue E. Military Organisations Infrastructure
This Annex is not produced in 2019. It will be updated every second year, therefore it will be produced as part of the LSSIP 2020 document.
In case information is sought on military infrastructure, previous LSSIP may be made available upon request to the respective Focal Point and/or Contact Person.
LSSIP Year 2019 Netherlands Level 1 95 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 DGLM (“Directoraat-Generaal Luchtvaart en Maritieme Zaken”) DMO Defense Material Organization FAB Functional Airspace Block FABEC Functional Airspace Block Europe Central FT Fast Track ICAO International Civil Aviation Organization Human Environment and Transport Inspectorate (“Inspectie ILT (CAA-NL) Leefomgeving 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 ATCC MAA Military Aviation Authority (“Militaire Luchtvaart Autoriteit”) MoD Ministry of Defence MoT Ministry of Infrastructure and Water Management MUAC EUROCONTROL Maastricht UAC NATO North Atlantic Treaty Organisation NSA National Supervisory Authority OVV Dutch Safety Board (“Onderzoeksraad voor Veiligheid”) PCP Pilot Common Project DP Deployment Programme RNLAF Royal Netherlands Air Force S-AF Sub ATM Functionality SES Single European Sky
LSSIP Year 2019 Netherlands Level 1 96 Released Issue