Appendix 1: Service Description

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APPENDIX 1: SERVICE DESCRIPTION

Public transport in Greenland

Internal transportation on the basis of service contracts

The Government of Greenland Ministry of Housing, Building and Infrastructure PO Box 909 3900 Nuuk, Greenland

2016 April 2012

TABLE OF CONTENTS

1. INTRODUCTION TO TRANSPORT ASSIGNMENTS 1

2. VISION FOR IMPLEMENTATION OF ASSIGNMENTS 2

3. EXISTING INFRASTRUCTURE 4

4. GENERAL TERMS AND CONDITIONS FOR TRANSPORTATION 7

5. SPECIFIC TERMS AND CONDITIONS FOR INDIVIDUAL TRANSPORT ASSIGNMENTS 14

LIST OF APPENDICES

Sub-appendix 1.1: List of airport directors Sub-appendix 1.2: Supplementary information on infrastructure Sub-appendix 1.3: List of Mittarfeqarfiit’s hangar facilities Sub-appendix 1.4: List of ticket, mail and freight rates as of 2016 Sub-appendix 1.5: Excerpt of reporting for 2015 for Qaanaaq District Sub-appendix 1.6: Excerpt of reporting for 2015 for Upernavik District Sub-appendix 1.7: Excerpt of reporting for 2015 for Uummannaq District Sub-appendix 1.8: Excerpts of reporting for 2015 for Disko Bay Region, summer Sub-appendix 1.9: Excerpt of reporting for 2015 for Disko Bay Region, winter Sub-appendix 1.10 Excerpt of reporting for 2014 for Central West Greenland Sub-appendix 1.11: Current timetables for Central West Greenland Sub-appendix 1.12 Excerpt of reporting for 2015 for South Greenland Sub-appendix 1.13 Excerpt of reporting for 2015 for Tasiilaq District Sub-appendix 1.14 Excerpt of reporting for 2015 for Ittoqqortoormiit District Sub-appendix 1.15 Excerpt of reporting for 2015 for Nerlerit Inaat and Qaanaag

1. INTRODUCTION TO TRANSPORT ASSIGNMENTS

The Government of Greenland, by publicising the government order of a call for tenders on [insert date] both in the Official Journal of the European Union and on http://www.businessingreenland.gl/da/Udbud/Kommende-udbud, has launched a tender process concerning public transportation of passengers, mail and freight with the aim of entering into service contracts to come into effect on 1 January 2017, when the current contracts expire. The assignments concerns public transportation by airplane, ship and/or helicopter of passengers including their baggage, as well as transportation of mail, as prescribed by Act No. 3 passed by the Inatsiartut (Parliament of Greenland) on 15 April 2011, and of freight. Since the Government of Greenland has a separate service contract concerning shipping of freight, the service contracts to be tendered for will, in principle, only encompass a minor share of total demand for freight in Greenland, albeit a significant share of the payload by air.

The assignments encompass transportation within the regions of, respectively, North and East Greenland, as well as transportation within the districts of Qaanaaq, Upernavik, Uummannaq, Disko Bay Region, Central West Greenland, South Greenland, Tasiilaq and Ittoqqortoormiit.

Notwithstanding the changes ocurred in the classification of transport assignments compared to how these have previously been put out to tender, the Government of Greenland has chosen to maintain the numbering of transport assignments that was applied in the call for tenders in 2014. Due to elections being called for the Inatsiartut (Parliament of Greenland), the tendering process was annulled and the existing service contracts with the current operators Air Greenland, Arctic Umiaqline, as well as Disko Line, were extended until the end of 2016.

It must be mentioned that search and rescue flights are not covered by this call for tenders, since this area pertains to the Danish state, Ministry of Defence.

The transportation to be tendered for is divided into the following separate transport assignments, all of which are for year-round service.

Area I Transport assignment 1: Qaanaaq

Transport assignment 2: Upernavik

Transport assignment 3: Uummannaq

Transport assignment 10: North Greenland (Qaanaaq-Upernavik)

Area II Trafikopgave 4/5: The Disko Bay

Transport assignment 6: Central West Greenland

Transport assignment 7: South Greenland

Area III Transport assignment 8: Tasiilaq

Transport assignment 9/11: Ittoqqortoormiit

General conditions for carrying out transport assignments are described below in section 4. Each transport assignment, with corresponding destinations and terms and conditions, is detailed below in section 5.

2. VISION FOR IMPLEMENTATION OF ASSIGNMENTS

The Government of Greenland has identified the following visions, which will guide the tendering process and selection of operators :

Basic vision: As much transport as possible for the money The Government of Greenland focuses on subsidising the most economically efficient mode of transport, as there is no preference for any particular type. Thus, it is conceivable that a combination of several modes of transport (e.g. helicopter, airplane and ship) used simultaneously may provide the most convenient and flexible solution for a given assignment that gives the most transport for the money. It is also conceivable that, in some areas, a ship can be used in the summer and a helicopter in the winter.

 Up-to-date service The Government of Greenland wishes to enter into contracts with operators who are capable of delivering an efficient service that is up-to-date both as regards the transport provided and the equipment used. It should also be possible to continuously develop and innovate the service.

 Coherence of transport Simple ticket handling and optimal connectivity between different modes and suppliers of transport.

 Transparent reporting The transport subsidy allocations should be spent partly on ensuring public transport to specific towns and villages, and partly on helping to reduce ticket prices. Regardless of the function of the subsidy, it is an essential priority to have transparency regarding costs associated with the operators’ performance of the service contracts. Prices should be closely linked to actual costs. Accordingly, when assessing operators’ pricing of the contracts tendered for, focus will be on the breakdown of costs into, respectively, capacity costs (fixed operational costs, FOC) and variable costs (direct operational costs, DOC), as well as on capacity utilisation in, respectively, subsidised and non-subsidised public transport.

 Open books and risk sharing The Government of Greenland wishes to enter into service contracts with a good balance between the parties’ responsibilities, including an appropriate balance between the operator’s costs incurred and subsidy received. Accordingly, attention will be paid to seeking to place responsibilities and risks with the party most capable of handling the matter appropriately for the benefit of both parties.

 Supply security and reliability Since is is important that an operator is able to carry out a transport assignment awarded to it, the tendering process will focus on the operator’s capacity both financially and technically. As regards the equipment used, importance will be attributed to the operator’s maintenance procedures and backup equipment.

 Corporate social responsibility (CSR) The assessment will set store on the extent to which the operator has a business model that promotes local employment and develops the competence of staff. In addition, importance will be attributed to addressing environmental concerns, such

as the reduction of CO2 emissions by using up-to-date equipment.

 Incentives to operate flights to difficult destinations Since service contracts are required to encompass all destinations for a given transport assignment, the draft contract contemplates an incentives model that promotes implementation of the necessary transportation, including to destinations with difficult access (e.g. due to weather conditions and other factors).

3. EXISTING INFRASTRUCTURE

3.1 In general

The Government of Greenland places existing harbour facilities, airports, heliports and helistops at the operators’ disposal at the rates and with the payment requirements in force, and as agreed with Mittarfeqarfiit (Greenland Airports). Mittarfeqarfiit is responsible for managing these infrastructure facilities (does not apply to state tasks, which are undertaken by the Danish Transport and Construction Agency). Relevant information about these facilities, including opening hours and rates regulations, is available at www.mit.gl. Information about current airport directors is provided in sub-appendix 1.1.

Further relevant information in terms of AIP (Aeronautical Information Publication) for Greenland’s airports and heliports is available at the website http://aim.naviair.dk/.

Information on the website is kept up-to-date, although the actual size of the touchdown and lift-off area (TLOF) and of the final approach and takeoff area (FATO), which is indicated as being the same for three heliports in South Greenland, diverges from the AIP data in the following manner:

 Narsaq Heliport (BGNS) is said to be 60x20m in the AIP. It is now a circle with a radius of 9.0m.  According to the AIP, Qaqortoq Heliport (BGJH) is a circle with a radius of 15m. The radius now measures 11.5m.  Nantortalik Heliport (BGNS) is said to be 60x20m in the AIP. It is now a circle with a radius of 9.0m.

For information on weight limits for heliports, please see BL 3-8 (issued by the Civil Aviation Administration Denmark): “Bestemmelser om etablering og drift af helikopterflyvepladser” [Provisions on establishment and operation of heliports], which is available at: http://selvbetjening.trafikstyrelsen.dk/civilluftfart/Dokumenter.

Supplementary information about facilities is provided in sub-appendix 1.2.

The hangar facilities at Mittarfeqarfiit’s disposal are also made available for the assignments. These facilities are described in more detail in sub-appendix 1.3. Their use must be agreed directly with Mittarfeqartiit, and can take place on market terms.

Furthermore, the operator may use the following facilities at Thule Air Base: Helicopter hangar, approximately 3,100 m2. 2 offices, approximately 334 m2.

Waiting area, approximately 635 m2. Open area, approximately 928 m2. Room for habitation, about 15 m2, with access to shared kitchen, toilet, shower and communal area.

Since the Thule Air Base facilities are owned by the United States Air Force, their use must be agreed directly between the operator and Thule Air Base.

3.2 Upgrading of landing equipment in airports

In addition to the procedures set out in the AIP for Greenland, as far as visual flight rules (VFR), night VFR and instrument flight rules (IFR) in airports are concerned, Mittarfeqarfiit expects to equip all airports with “basic” GNSS (known as “GPS procedure”) within the coming years. At present, about one third of the airports have this equipment.

3.3 Upgrading of landing equipment in heliports

It is possible to install equivalent GPS procedures in most of the heliports so as to enable the use of instrument flight rules (IFR).

This could, for example, by relevant in the heliports in Qaqortoq, Nanortalik, Narsaq (the three towns of South Greenland), Qaqertarssuaq, Qasigiannguit (the Disko Bay) and Tasiilaq. These heliports have the highest traffic volume and passenger numbers, while being placed at some distance from their feeder airport.

The Government of Greenland is willing to pursue the implementation of such procedures to the extent that operators want them. In this case, it will take place in cooperation with operators, since the costs must either be paid by the operators or be written off in the same manner as indicated below in subsection 3.5 on hangars

3.4 New airports and runway extension in Nuuk and Ilulissat

The Government of Greenland has decided to project and build three new airports in Qaqortoq, Ittoqqortoormiit and Tasiilaq. The aim is to have the airport in Qaqortoq ready towards the end of 2018, while the airport in Tasiilaq will be projected and built with the goal of completion by 2021. The airport in Ittoqqortoormiit is also expected to be built by 2021, although final planning to this effect hinges on possible alternative transport solutions capable of servicing the town.

At the same time, the airports in Nuuk and Ilulissat will be expanded to be able to service Atlantic traffic, primarily from Europe and the East Coast of the United States. According to plans, the airport in Nuuk will be expanded by 2018, and in Ilulissat by 2019.

3.5 Building of hangars

The Government of Greenland has no plans to build hangar facilities regardless of the service contracts put out to tender.

If the solution proposed in the operator’s tender requires building of hangar facilities in Ilulissat, the operator will be responsible for this, including for covering all costs associated with such building. This is because a hangar facility in this location will to great extent favour the operator’s opportunities for carrying out commercial activity beyond the service contracts. The Government of Greenland will aid in the realisation of the required official approval process.

In case the operator’s proposed solution requires the building of hangar facilities in places other than Ilulissat, in principle the Government of Greenland will be responsible for this. The costs associated with such building must be expected to be fully written off during the ordinary contract period of 4½ years, unless the Government of Greenland, following a case-specific assessment, finds that hangar facilities will be of value to the Government of Greenland after the service contracts expire. The operator will enter into a lease agreement with the Government of Greenland regarding the use of hangar facilities. The operator can choose to undertake responsibility for the building process.

The hangar facilities that may be built by the Government of Greenland comprise the following basic functionalities:

 Building of unheated hall  Office facility  Lighting and water  Sanitation

Conversely, setting up mechanical installations and special operational apparatus is incumbent upon the operator. Moreover, the operator is responsible for paying running costs for operation and maintenance, regardless of whether the hangar is built by the operator itself or by the Government of Greenland.

3.6 Refuelling

All airports are equipped with refuelling installations offering Jet A-1 (pressure refuelling or filler neck refuelling). If the operator’s helicopter has its base in Uummannaq and Tasiilaq, Mittarfeqarfiit (Greenland Airports) will maintain refuelling installations using filler necks with Jet A-1 in these heliports.

Mittarfeqarfiit’s prices adhere closely to the prices set by Polar Oil. All customers are offered the following discount scheme, which is updated with the prices as of January 2016.

JET A-1 policy: Volume discount - scheme from March 2015

Annual sales volumes March 2015 15 May 2015 05 January 2016 Litre interval Price Price Price

0 -> 24,999 11.20 10.99 10.72

25,000 -> 74,999 10.80 10.59 10.32

75,000 -> 174,999 9.75 9,54 9.27

175,000 -> 249,999 9.00 8.79 8.52

250,000-> 7.54 7.33 7.06

4. GENERAL TERMS AND CONDITIONS FOR TRANSPORTATION

4.1 Conditions and resources of the Government of Greenland

4.1.1 Budget

The total annual budget for the Government of Greenland’s disbursement of transportation subsidies is DKK 121.4 million. It is impossible to enter into contracts that entail overspending this budget. In addition, the operator may charge for the transport of passengers, mail and freight in accordance with current prices as delimited below in section 4.1.3.

4.1.2 Contract duration

The intention is to enter into service contracts with a duration of 4½ years, due to commence on 1 January 2017.

The Government of Greenland demands the option of extending the contract for all transport assignments by one year at a time. Moreover, the Government of Greenland wants the option of a 4-year extension for transport assignments in Area I (assignments 1, 2, 3 and 10) and in Area II (assignments 4/5, 6 and 7).

Contract extensions will adhere to existing terms and conditions, provided that the premises underlying the contract have not undergone significant changes.

The maximum contract duration including extensions is a total of 10½ years.

4.1.3 Ticket prices

The operator must offer ticket prices that cannot exceed the level in force as of January 2016. This applies to the transport of passengers, mail and freight. These prices are set out in sub-appendix 1.4.

Ticket prices must be offered to individual destinations within a district. Accordingly, if the operator inserts a stop between two destinations, the passenger must not be obliged to pay for two legs of the route, but solely for the desired flight.

Ticket prices are indicated for the current transport assignment 4: Disko Bay Region - summer and transport assignment 6: Central West Greenland, for which previous calls for tenders concerned shipping routes. Since it is now left to the operator to choose the mode of transportation, the ticket prices by sea are not applicable as reference ticket prices. Instead, the ticket price for the former transport assignment 5, Disco Bay in the winter (air travel) serves as reference, i.e. ticket prices for transport assignments 4 and 6 put out to tender must not exceed the 2016 level of former transport assignment 5. Disko Bay, winter (air travel)

The following discounts must be offered:

 Infants 0-2 years: Free of charge  2 – 12 years: 50% discount  Senior citizens: 50% discount

4.1.4 Payment of start and passenger fees

Mittarfeqarfiit is responsible for collecting, among other charges, start and passenger fees in accordance with applicable rates. These rates, which depend to a great extent on the equipment used, are set out in Mittarfeqarfiit’s Rates and Payment Regulation, which is available at www.mit.gl. The operator is responsible for payment of these fees according to the rates in force.

The ticket prices must be adjusted equivalently either upwards or downwards

4.2 Supply security

4.2.1 Choice of equipment

It is up to the operator to decide on the choice of equipment, thus enabling the operator to tailor the transport solution on offer to fit optimally with the operator’s business model and fleet.

For the same reason, each transport assignment is put out to tender as year-round transportation, leaving it to the operator to determine whether to offer different equipment depending on the season.

There are no specific requirements regarding the equipment used, other than compliance with current legislation and regulations of the Danish Maritime Authority, the Danish Transport and Construction Agency and the International Civil Aviation Organization (ICAO). The equipment must have performance characteristics and dimensions suitable for air travel to the airports, heliports and helistops pertaining to the transport assignment concerned.

At the end of the contract period, the Government of Greenland is not obliged to take over any equipment, unless a separate agreement is is made to this effect.

The equipment used must be suitable for the assignment, and for operating under the special conditions that prevail in Greenland. Furthermore, the operator must be aware that the size of the equipment that can be used depends, among other factors, on the dimensions of existing installations and landing sites.

4.2.2 Permits, authorisations and licences

Contracts can only be entered into with operators who have all the approvals and authorisations required to undertake the assignment, including in the area of equipment and personnel. It should be noted that all airlines (operators) wishing to participate in the aviation business to/from and within Greenland must submit an application to the Danish Transport and Construction Agency, whose application requirements are set out at:https://www.trafikstyrelsen.dk/~/media/Dokumenter/05%20Luftfart/04%20Luftfartserh verv/Ruteflyvning.ashx.

4.3 Quality of transportation services offered

4.3.1 Baggage

Passengers must be allowed to bring 20 kg of checked-in baggage, plus one piece of hand luggage of up to 8 kg.

4.3.2 Frequency

Flexibility and ability to meet demand as it arises are highly valued by the Government of Greenland.

The starting point for transportation of passengers, mail and freight is the current service level, although departures must take place at least once a week, while the operator must maintain a service that meets the demand at any time to the greatest extent possible.

It will be permitted to consolidate individual destinations by means of stops along the way, like “a milkman doing his rounds”, starting and ending in the hub airport pertaining to the transport assignment.

The operator’s timetable must take account of current transport needs as well as seasonal fluctuations, aiming to satisfy the needs being met through current timetables. These needs are detailed in section 5 below.

4.3.3 Coherence of transportation

When drawing up the timetable, the operator must see to it that transportation covered by the service contracts is closely coordinated with other local transportation within the non- subsidised network, just as coherence with international air travel must be ensured. Accordingly, the timetable must ensure that, in the case of feeder flights, sufficient transfer time is set aside.

Therefore, the transportation on offer must cohere in the following manner:

 Coherence across service areas, since some transport assignments can be undertaken by different operators.  Coherence between service contract transportation and the non-subsidised network.  Coherence with feeder flights to international air travel, e.g. to Iceland and Denmark.

If, for example, a passenger wants to travel from Nanortalik to Siorapaluk, the operator’s solution must enable this total journey, which comprises the following legs:

 Nanortalik => Narsarsuq (service contract)  Narsarsuq => Upernavik (non-subsidised route)

 Upernavik => Qaanaaq (service contract)  Qaanaaq => Siorapaluk (service contract)

4.3.4 Ticket flexibility

It is desirable that tickets covered by the service contracts be non-restricted, so that the ticket is not lost in case of travel delay or passenger cancellation, entitling the passenger to use his/her ticket on the next available departure.

Furthermore, it is desirable for passengers to retain the option of changing, rebooking or annulling a ticket order up to 24 hours prior to the scheduled departure.

4.3.5 Additional ad hoc transport

Ordered by the Government of Greenland The Government of Greenland will rarely need additional transport (increased frequency), but the demand may arise in peak seasons, such as during popular holidays. The operator’s solution should enable the Government of Greenland to charter additional ad hoc transport, provided that a 50% passenger occupancy rate can be achieved for this travel.

The additional transport must be provided no later than four calendar days after the time of its being ordered, unless something else is specifically agreed.

The Government of Greenland can order a maximum of one additional transport per week per transport assignment.

Initiated by the operator If there are passengers on a transport waiting list equivalent to a passenger occupancy rate of at least 50%, the operator is obliged to take the initiative to implement additional transport.

Accounts for additional transport are settled separately based on the operator’s suggested variable costs per kilometre in the air or per nautical mile at sea, see Appendix 2. The operator’s offer of cost per km/nautical mile multiplied by the distance of the additional transport.

The operator can initiate a maximum of one additional transport per week per transport assignment without prior approval by the Government of Greenland.

The Government of Greenland reserves the right to suspend the operator’s right and duty to initiate additional flights, in case the extent of such additional flights exceeds the expectations of the Government of Greenland.

4.3.6 Reservation, ticketing and baggage handling system

The operator must make a reservation, ticketing and baggage handling system available as part of its proposed solution.

It is desirable that the operator use an electronic reservation and ticketing system, which makes it possible to order and issue a single multi-leg ticket from the point of departure to the final destination. Such a final destination may be covered by the service contracts, but may also form part of the non-subsidised network, or alternatively be located abroad. This requires interline agreement with an airline willing to host the operator concerned.

It is desirable that the reservation and ticketing system used be directly available to customers on the internet, e.g. through Momondo or equivalent system(s).

4.3.7 Handling of tickets, baggage and freight

The operator may choose self-handling or leave this task to a third party.

If desired by the operator, Mittarfeqarfiit can undertake ticket and baggage handling (i.e. check-in, print-out of boarding cards and baggage tags) and freight handling on the operator’s behalf and using the operator’s systems. The task will be undertaken in accordance with a handling agreement or with the publication ”handlingsbestemmelser og priser” [Handling provisions and prices], see www.mit.gl, or possibly at reduced prices if specifically agreed, depending on the scope of the agreement, among other factors.

It should be noted that Mittafeqarfiit cannot undertake the task of managing direct ticket sales.

If the operator chooses self-handling, this must be agreed in more detail with Mittarfeqarfiit.

4.3.8 Airplane and helicopter handling

The operator may choose self-handling or leave this task to a third party.

If preferred by the operator, Mittarfeqarfiit can undertake aircraft handling by entering into a handling agreement on market terms in all airports as well as in the heliports in Tasiilaq, Uummannaq, Qeqertarsuaq and Qasigiannguit. Upon demand, Mittarfeqarfiit may also undertake handling in the three heliports in South Greenland, Qaqortoq, Nanortalik and Narsaq, where handling is currently undertaken by Air Greenland. The task will be undertaken adhering to a handling agreement or to the publication ”handlingsbestemmelser og priser” [Handling provisions and prices], see www.mit.gl, or possibly at reduced prices if specifically agreed, depending on the scope of the agreement, among other factors.

On the other hand, Mittarfeqarfiit is unable to undertake handling in the villages. It can be mentioned that the current operator has entered into a handling agreement on market terms with the firm Pilersuisoq regarding handling in villages.

If the operator chooses self-handling, this must be agreed in more detail with Mittarfeqarfiit.

4.3.9 Passenger rights in case of delay etc.

The operator must comply with all rules in force regarding passenger rights, and must, in addition to this, offer the same passenger rights for transportation under the service contracts as those offered by the current operator of the bulk of transport assignments, i.e. Air Greenland. See http://www.airgreenland.dk/media/507821/110531_GRL_Irregularietsfolder_DK_web.pdf (http://www.airgreenland.com/media/507815/110617_GRL_Irregularietsfolder_UK_web.pdf). This includes the operator being obliged, as part of the contract, to pay for board and lodge etc. in all cases where Air Greenland is currently offering to pay, or to assign payment. The historically based distinction between paying and assigning payment does not apply to the new service contracts.

4.3.10 Operator’s responsibility for paying for covering purchases in case of delay (option of Government of Greenland)

The operator’s delay or cancellation of departures may cause passengers to be too late for subsquent legs of their journey and thus to lose their ticket to the final destination, which may be covered by another service contract and/or lie within the non-subsidised network.

With the aim of ensuring the best-coordinated transport system possible, in such cases the Government of Greenland wants to be able to oblige the operator to carry the costs associated with the passenger’s purchase of a new ticket made necessary due to delay or cancellation of the operator’s transport. The operator must carry the cost of purchasing a new standard ticket on economy class with the same operator as the original ticket to final

destinations in Greenland, as well as to the first final destination in Denmark, Faroe Islands or Iceland.

5. SPECIFIC TERMS AND CONDITIONS FOR INDIVIDUAL TRANSPORT ASSIGNMENTS

Transport assignment 1: Qaanaaq District Servicing the Qaanaaq District encompasses transportation to and from Qaanaaq and Pituffik, as well as the villages Savissivik and Siorapaluk.

Today the district is serviced by air by a Bell 212 (9 passengers) twice a week (Wednesday and Friday). The aim is to achieve the best possible connectivity with the rest of Greenland via the fixed-wing North Greenland route Upernavik – Qaanaaq v.v., which is flown once or twice a week depending on the season.

The volumes of passengers, mail and freight transported by helicopter in recent years are indicated in the table below.

Table 1: Air transportation of passengers, mail and freight in Qaanaaq District 2011 2012 2013 2014 2015 Passengers 1,168 1,131 1,188 934 1.133 Mail (kg) 12,011 9,668 1,826 10,661 10,124 Freight (kg) 37,832 29,605 28,105 41,559 30,724

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual routes and frequency is presented in sub-appendix 1.5.

It should also be noted that special terms and conditions apply to flights to Pituffik due to the military status of the runway. These terms and conditions must be cleared up with US Air Force in connection with the signing of the contract. The operator’s tender may lay down as a condition that the subsidy is raised to cover any extraordinary costs incurred in order to fulfil such terms and conditions.

Transport assignment 2: Upernavik District Servicing Upernavik District encompasses transportation to and from Upernavik town and the villages of Kullorsuaq, Tasiusaq, Nuussuaq, Aappilattoq, Innaarsuit, Kangersuatsiaq and Upernavik Kujalleq.

Today the district is serviced by air by a Bell 212 (9 passengers) four days a week (Tuesday to Friday). The villages of the district are serviced by air travel, in part following a “star-shaped route”, starting from Upernavik, in part through direct flights between the villages 2-3 times a week.

The volumes of passengers, mail and freight transported by helicopter in recent years are indicated in the table below.

Table 2: Air transportation of passengers, mail and freight in Upernavik District. 2011 2012 2013 2014 2015 Passengers 4,571 4,882 5.295 4,455 4,655 Mail (kg) 22,405 17,272 19,335 39,810 16,648 Freight (kg) 37,779 32,905 32,338 39,810 34,827

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual routes and frequency is presented in sub-appendix 1.6.

Transport assignment 3: Uummannaq District Servicing Uummannaq District encompasses transportation to and from Uummannaq town and the villages of Niaqornat, Illorsuit, Nuugaatsiaq, Ukkusissat, Saattut, Ikerasak, as well as the airport in Qaarsut.

Today the district is serviced by air by a Bell 212 (9 passengers) four days a week (Monday to Thursday). Departing from Uummannaq town, the villages of the district are serviced by air twice a week. A shuttle service is being introduced between Qaarsut and Uummannaq in order to meet the specific demand for feeder flights to interregional flights to Ilulissat and Upernavik.

The volumes of passengers, mail and freight transported by helicopter in recent years are indicated in the table below.

Table 3: Air transportation of passengers, mail and freight in Uummannaq District. 2011 2012 2013 2014 2015 Passengers 10,395 9,321 10,792 9,467 8,889 Mail (kg) 38,191 34,973 36,797 37,837 37,703 Freight (kg) 72,556 56,129 75,480 54,168 56,394

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual routes and frequency is presented in sub-appendix 1.7.

Tender The tender requested must cover year-round servicing of the district’s towns and villages, so that passengers, mail and freight can be transported on the basis of the current service level, albeit at least once a week, and so as to achieve connectivity to interregional air travel. Shuttling between Uummannaq and Qaarsut should match specific demand for feeder flights.

Transport assignment 4/5: Disko Bay Region Servicing the Disko Bay Region encompasses transport to and from Ilulissat, Qasigiannguit, Qeqertarsuaq and Aasiaat. In addition, it includes Aasiaat and Ilulissat Districts, of which Aasiaat District encompasses Aasiaat and Kangaatsiaq as well as the villages of Akunnaaq, Kitsissuarsuit, Niaqornaarsuk, Iginniarfik, Attu, Ikerasaarsuk and Kangerluk, while Ilulissat District includes Ilulissat and the villages of Saqqaq, Ilimanaq, Qeqertaq and Ikamiut.

Year-round transportation must be provided, as the former transport assignment 4 and transport assignment 5 have been merged into one.

During the summer, the region has thus far been serviced by sea using passenger ships with capacity for up to 60 passengers. Towns and villages are serviced by sea up to four times a week, Sunday to Friday. During the winter, the region has thus far been serviced by air by a Bell 212 (9 passengers) up to five times a week.

The volumes of passengers, mail and freight in the summer period transported by sea in recent years are indicated in the table below.

Table 4: Sea transportation of passengers, mail and freight in the Disko Bay Region during the summer 2011 2012 2013 2014 Passengers 12,060 12,126 19,248 30,279 Mail (kg) No data No data No data No data Freight (cbm) 16,082 14,197 No data 24,975

The passenger, mail and freight volumes in the winter period transported by helicopter in recent years are indicated in the table below

An excerpt of Disko Line’s reporting for 2014 as regards statistics for individual routes and frequency is presented in sub-appendix 1.8.

Table 5: Air transportation of passengers, mail and freight in the Disko Bay Region during winter 2011 2012 2013 2014 2015 Passengers 5,961 7,161 6,412 6,312 6,045 Mail (kg) 23,851 28,436 22,060 23,676 20,990 Freight (kg) 24,190 42,560 32,221 29,508 34,114

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual routes and frequency is presented in sub-appendix 1.9.

Tender The operator should submit its tender for transportation to and from the district’s towns and villages, so that passengers, mail and freight can be transported on the basis of the current service level, albeit at least once a week, and so as to achieve connectivity to interregional air travel.

The tender submitted by the operator must offer a year-round solution, which might possibly combine sea and air transportation in line with the operator’s preference. The tender must quote a unit price for the whole year.

Transport assignment 6: Central West Greenland Servicing Central West Greenland encompasses transportation to and from the villages of Sarfannguit, Itilleq, Kangaamiut, Napasoq, Atammik, Kapisillit and Qeqertarsuatsiaat.

It should be noted that Arsuk, in contrast to the current service contract and previous calls for tenders, is now included in transport assignment 7: South Greenland At present the villages are serviced by sea once a week, in part through additional landings of the ship Sarfaq Ittuk, which navigates the section during some of the year, in part by using other boats, in addition to some helicopter services, as set out in an excerpt of Arctic Umiaq Line’s reporting for 2014 concerning current timetables (sub-appendix 1.10 and sub- appendix 1.11)

The volumes of passengers, mail and freight transported by sea in recent years are indicated in the table below:

Table 6: Sea transportation of passengers and freight volumes in Central West Greenland 2011 2012 2013 2014/2015 Passengers 4,045 3,986 3,965* 3,980 Mail (kg) No data No data No data No data Freight (kg) No data No data No data No data

*The route was redrawn in 2013.

Tender The operator must submit its tender for transportation to and from the district’s villages, so that passengers, mail and freight can be transported on the basis of the current service level, albeit at least once a week, and so as to achieve connectivity to interregional air travel.

Transport assignment 7: South Greenland District Servicing South Greenland District encompasses transportation to and from Narsarsuaq, Qaqortoq, Narsaq and Nanortalik, as well as Alluitsup Paa, Narsaq Kujalleq, Aappilattoq, Tasiusaq, Ammassivik, Saarloq, Eqalugaarsuit, Itilleq, Qassiarsuk, Igaliko and Qassimiut. In contrast to previous calls for tenders, this time the tender submitted should include transportation to and from Arsuk.

The district is currently being serviced by air by a Bell 212 (9 passengers) up to five days a week.

The volumes of passengers, mail and freight in recent years are indicated in the table below:

Table 8: Air transportation of passengers, mail and freight volumes in South Greenland 2011 2012 *2013 2014 2015 Passengers 39,546 43,908 27,104 30,135 26,123 Mail (kg) 115,245 107,713 86,804 93,497 93,585 Freight (kg) 232,661 227,371 159,999 154,558 156,897

*On 1 January 2013, the region began to be serviced by an S61 helicopter, replacing the somewhat smaller Bell 212.

An excerpt of Air Greenland’s reporting for 2015 as regards on/off statistics for individual routes and frequency is presented in sub-appendix 1.12.

Tender The tender requested must offer year-round servicing of the district’s towns and villages, so that passengers, mail and freight can be transported on the basis of the current service level, albeit at least once a week. Connectivity must be ensured to other public transport routes, including to the Arctic Umiaq Line connections from Qaqortoq and to the airport in Narsarsuaq, as well as onward connections from there to the rest of Greenland as well as to Denmark and Iceland, ideally with transfers on the same day. It is important that the operator’s tender takes account of the irregular ice and fog occurences, which fluctuate both from one month and from one year to another.

Transport assignment 8: Tasiilaq District Servicing Tasiilaq District encompasses transportation between Kulusuk and Tasiilaq, as well as between Tasiilaq and the villages of Isortoq, Tiniteqilaaq, Kuumiut and Sermiligaaq.

The district is currently being serviced by air by a Bell 212 (9 passengers). The villages are being serviced by air twice a week, while there is a shuttle service on the section Kulusuk – Tasiilaq from two to six days a week with up to 10 departures per day depending on the season.

The volumes of passengers, mail and freight transported by helicopter in recent years are indicated in the table below.

Table 9: Air transportation of passengers, mail and freight in Tasiilaq District. 2011 2012 2013 2014 2015 Passengers 12,919 12,237 12,585 11,846 10,286 Mail (kg) 50,023 57,163 45,005 43,717 43,286 Freight (kg) 93,034 115,623 105,175 103,863 103,722

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual routes and frequency is presented in sub-appendix 1.13.

Tender The tender requested must cover year-round servicing of the district’s towns and villages, so that passengers, mail and freight can be transported on the basis of the current service level, albeit at least once a week, and so as to achieve connectivity to interregional air travel. Regarding the shuttle service between Kulusuk and Tasiilaq, it is essential to mobilise sufficient capacity to meet the transport needs arising from connectivity to the non-subsidised public transport network.

Transport assignment 9/11: Ittoqqortoormiit This includes year-round servicing of Ittoqqortoormiit, as this is a merger between transport assignment 9 previously put out to tender entitled: Ittoqqortoormiit District, and transport assignment 11: year-round air transportation in Nerlerit Inaat.

At present, flights depart every Wednesday and Saturday, thus connecting Nerlerit Inaat to Kulusuk and Reykjavik, flying with an AS350 (5 passengers).

The volumes of passengers, mail and freight transported by helicopter in recent years are indicated in the table below.

Table 10: Air transportation of passengers, mail and freight in Ittoqqortoormiit District 2011 2012 2013 2014 2015 Passengers 1,472 1,794 1,331 1,459 1,495 Mail (kg) 10,574 10,578 9,143 9,028 8,706 Freight (kg) 29,087 24,840 12,418 15,181 15,605

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual route legs and frequency is presented in sub-appendix 1.14.

Moreover, today there is a flight from Kangerlussuaq via Kulusuk to Nerlerit Inaat and return once a week. From 2006 to 2012, flights took place on a triangular route (Reykjavik – Nerlerit Inaat - Kulusuk – Reykjavik v.v.) Wednesday and Saturday, starting and terminating in Reykjavik.

The volumes of passengers, mail and freight transported by airplane in recent years along the section from Kulusuk to Nerlerit Inaat are indicated in the table below.

Table 12: Air transportation of passengers, mail and freight to and from Nerlerit Inaat *2010 *2011 **2013 2014 2015 Passengers 4,326 4,206 1,307 1,138 1,495 Mail (kg) 21,671 19,901 9,382 5,834 8,706 Freight (kg) 65,569 72,448 12,645 11,318 15,605

*Triangular flights: The figures concern the connection between Kulusuk and Nerlerit Inaat There is no data for 2012. **In 2013, there was a direct flight from Kangerlussuaq to Nerlerit Inaat.

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual route legs and frequency is presented in sub-appendix 1.15.

Tender The tender requested should be for year-round servicing of Ittoqqortoormiit, so that passengers, mail and freight achieve connectivity to interregional air travel.

If transport to the district takes place to Nerlerit Inaat, the operator must also include a shuttle service to Ittoqqortoormiit town.

Transportation may take place via Iceland. In this case, the operator is expected to prioritise a solution that enables onward travel from Iceland on the same day to either Nuuk or Kulusuk/Tasiilaq.

It is possible to land with a fixed-wing aircraft at Storesten or Walrus Bay. If this option is preferred by the operator, the Government of Greenland will obtain permission to use these locations to the Point of Entry.

If landing with fixed-wing airplane takes place at Storesten or Walrus Bay, the costs associated with expanding and using these landing strips, including the cost of necessary upgrades etc., must be covered by the operator. The operator is also responsible for obtaining the required permits from the Danish Transport and Construction Agency. On the other hand, in case of capitalisation of savings from not operating in Nerlerit Inaat, this should be credited to a tender offering flights from Storesten or Walrus Bay.

If the alternative of flying from Nerlerit Inaat is preferred, the operator must be prepared to withstand a possible closure of the airport in Nerlerit Inaat, which would make it necessary to land in the military airport in Mestersvig instead. In the latter case, the Government of Greenland will negotiate with the operator about implementing a shuttle service from Mestersvig to Ittoqqortoormiit in return for reasonable additional payment.

Transport assignment 10: Year-round flights to Qaanaaq Transportation encompasses flights between Qaanaaq and Upernavik.

At present this route is flown once a week. From 2006 to 2012, the route was flown twice a week. The volumes of passengers, mail and freight transported by airplane in recent years are indicated in the table below.

Table 11: Air transportation of passengers, mail and freight in North Greenland 2011 2012 2013 2014 Passengers 1,966 1,246 2,041 1,528 Mail (kg) 22,070 11,465 20,512 14,702 Freight (kg) 44,389 18,489 43,592 20,786

An excerpt of Air Greenland’s reporting for 2015 as regards statistics for individual route legs and frequency is presented in sub-appendix 1.15.

Tender The tender requested must cover year-round flights between Upernavik and Qaanaaq, so that passengers, mail and freight can be transported on the basis of the current service level, albeit at least once a week, and so as to achieve connectivity to interregional air travel. In the summer months of June, July and August, the route should be flown twice a week.