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ANNUAL NETWORK OPERATIONS REPORT 2016 ANNEX II - ACC

NETWORK OPERATIONS REPORT – 2016

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©2017 European Organisation for the Safety of Air Navigation (EUROCONTROL)

ANNEX II: ACC CAPACITY EVOLUTION INTRODUCTION .......................................................................................................................................... 3

1. ALBANIA - TIRANA ACC ............................................................................................................. 5

2. ARMENIA - YEREVAN ACC ....................................................................................................... 6

3. AUSTRIA - VIENNA ACC ............................................................................................................. 7

4. AZERBAIJAN - BAKU ACC ......................................................................................................... 8

5. BELGIUM - BRUSSELS ACC ..................................................................................................... 9

6. BOSNIA & HERZEGOVINA - SARAJEVO ACC ..................................................................10

7. BULGARIA - SOFIA ACC ............................................................................................................11

8. CROATIA - ZAGREB ACC..........................................................................................................13

9. CYPRUS - NICOSIA ACC ...........................................................................................................14

10. CZECH REPUBLIC - PRAGUE ACC ......................................................................................15

11. DENMARK - COPENHAGEN ACC ..........................................................................................16

12. ESTONIA - TALLINN ACC ..........................................................................................................17

13. EUROCONTROL - MAASTRICHT ACC .................................................................................18

14. FINLAND - TAMPERE ACC .......................................................................................................19

15. FRANCE - BORDEAUX ACC ....................................................................................................20

16. FRANCE - BREST ACC ..............................................................................................................21

17. FRANCE - MARSEILLE ACC ....................................................................................................22

18. FRANCE - PARIS ACC ................................................................................................................23

19. FRANCE - REIMS ACC ...............................................................................................................24

20. FYROM - SKOPJE ACC ..............................................................................................................25

21. GEORGIA - TBILISI ACC ............................................................................................................26

22. GERMANY - BREMEN ACC ......................................................................................................27

23. GERMANY - KARLSRUHE ACC ..............................................................................................28

24. GERMANY - LANGEN ACC .......................................................................................................29

25. GERMANY - MUNICH ACC .......................................................................................................30

26. GREECE - ATHENS ACC ...........................................................................................................31

27. GREECE - MAKEDONIA ACC ..................................................................................................32

28. HUNGARY - BUDAPEST ACC..................................................................................................33

29. IRELAND - DUBLIN ACC ............................................................................................................34

30. IRELAND - SHANNON ACC ......................................................................................................35

31. ITALY - BRINDISI ACC ................................................................................................................36

32. ITALY - MILAN ACC .....................................................................................................................37

33. ITALY - PADOVA ACC ................................................................................................................38

34. ITALY - ROME ACC ......................................................................................................................39


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35. LATVIA - RIGA ACC .....................................................................................................................40

36. LITHUANIA - VILNIUS ACC .......................................................................................................41

37. MALTA - MALTA ACC ..................................................................................................................42

38. MOLDOVA - CHISINAU ACC ....................................................................................................43

39. THE NETHERLANDS - AMSTERDAM ACC .........................................................................44

40. NORWAY - BODO ACC ..............................................................................................................45

41. NORWAY - OSLO ACC ...............................................................................................................46

42. NORWAY - STAVANGER ACC ................................................................................................47

43. POLAND - WARSAW ACC .........................................................................................................48

44. PORTUGAL - LISBON ACC .......................................................................................................49

45. ROMANIA - BUCHAREST ACC ................................................................................................50

46. SERBIA & MONTENEGRO - BELGRADE ACC ..................................................................51

47. SLOVAK REPUBLIC - BRATISLAVA ACC............................................................................52

48. SLOVENIA - LJUBLJANA ACC .................................................................................................53

49. SPAIN - BARCELONA ACC ......................................................................................................54

50. SPAIN - CANARIAS ACC ..........................................................................................................55

51. SPAIN - MADRID ACC ...............................................................................................................56

52. SPAIN - PALMA ACC ..................................................................................................................57

53. SPAIN - SEVILLA ACC ...............................................................................................................58

54. SWEDEN - MALMO ACC ............................................................................................................59

55. SWEDEN - STOCKHOLM ACC ................................................................................................60

56. SWITZERLAND - GENEVA ACC .............................................................................................61

57. SWITZERLAND - ZURICH ACC ...............................................................................................62

58. TURKEY - ANKARA /ISTANBUL ACC....................................................................................63

59. UKRAINE - DNIPROPRETROVSK ACC ................................................................................64

60. UKRAINE - KYIV ACC .................................................................................................................65

61. UKRAINE - L’VIV ACC .................................................................................................................66

62. UKRAINE - ODESA ACC ............................................................................................................67

63. UNITED KINGDOM - LONDON ACC ......................................................................................68

64. UNITED KINGDOM - LONDON TC .........................................................................................69

65. UNITED KINGDOM - PRESTWICK ACC ...............................................................................70


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INTRODUCTION

The following annex provides a detailed analysis of ATC capacity evolution in 2016 for ACCs within the ECAC States for which data is available. The source of statistics is the NMOC unless otherwise indicated. The analysis covers:

• Traffic & Delay

The chart and data table provide comprehensive information concerning the evolution of traffic and delay from 2012 to 2016 (where data is available). It includes the following values:

─ Peak day traffic is the number of flight entries to the ACC on the peak day of each year.

─ Summer & Yearly Traffic is the daily average number of flight entries during the summer season (May to October inclusive) and over the whole year (January to December).

─ Summer & Yearly En-route Delay is the average En-route delay per flight (including weather and special events e.g. industrial action), attributed to the ACC during the summer season (May to October inclusive) and over the whole year (January to December).

• 2016 Realisation of Capacity Plan

─ Traffic Evolution gives the percentage difference between the total traffic (number of flight entries) in 2016 compared to 2015, for the summer and the full year.

─ En-route Delay gives the number of minutes per flight of En-route delay attributed to all causes and also excluding delays attributed to weather and special events. Values are provided for the summer and the full year.

─ ACC Reference value per ACC is the delay breakdown to achieve the European delay target of 0.5 min/flight for the full year, and 0.7 min/flight in the Summer season, as published in the NOP 2016-2019/20.

─ ACC Capacity Baseline – Offered:

ACCESS or Reverse CASA was used to measure the capacity actually offered by the ACC during the reference periods (6-19 June 2016, 4-17 July 2016). This is calculated from actual delay (Reverse CASA) or from projected delay (ACCESS). Projected delay is obtained by increasing the traffic and creating a regulation scheme for the studied ACC using traffic volume capacities and configuration data (sector opening schemes) provided by ANSPs.

─ Capacity Plan (increase for Summer 2016) is the percentage value provided by ANSPs in the Network Operations Plan 2016-2019/20. This figure represents the ANSP commitment to increasing ACC capacity for Summer 2016, when compared to Summer 2015.

─ Capacity enhancement: planned enablers

This information was taken from the local capacity plan in the Network Operations Plan 2016-2019/20. An indication is given as to whether each measure was implemented as planned.

─ Summer 2016 Performance Assessment

This provides an analysis of the observed performance and of the achievement of the planned capacity increase. ACC performance has been assessed by analysing traffic and delay statistics for each ACC and the evolution of the capacity baseline. Where relevant, other significant factors were also taken into account, such as industrial action or planned major events that resulted in a temporary reduction in capacity.


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• Allocation of and reasons for En-route delay

The table lists the reference locations (sectors) causing most of the ACC delay, the number of minutes of En-route delay attributed to each location and the percentage of the total ACC En-route delay. The graph shows the total ATFM En-route delay generated by each ACC, broken down into the 5 most significant reasons given for the delay in 2016 compared to 2015.

Note: The scale on all graphs varies from ACC to ACC - graphs should not be directly compared.


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1. ALBANIA - TIRANA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 926 984 959 1020 1014

Summer Traffic 666 704 692 705 670

Yearly Traffic 533 550 543 553 510

Summer enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00

Yearly enroute delay (all causes) 0.06 0.00 0.00 0.00 0.00

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LAAAACC - Traffic and en-route ATFM delays

2016 Realisation of Capacity Plan

The average en-route delay per flight remained at zero minutes per flight in Summer 2016.

Capacity Plan +8% Achieved Comments

ATS route network improvements Yes

Maximum configuration: 3/4 ENR + 1 APP sectors Yes 3 ENR + 1 APP sectors were sufficient

Summer 2016 performance assessment

The ACC capacity baseline was estimated at 65, the same level as last year. During the measured period, the average peak 1 hour demand was 53 and the average peak 3 hour demand was 47.

Tirana

LAAA ACC

Traffic Evolution

(2016 v 2015)

En-route Delay (min. per flight)

Capacity gap?

ACC Capacity Baseline

(% difference v 2015) Traffic Forecast

Actual Traffic

All reasons ACC Reference

Value Current Routes

Shortest Routes

Year H: 3.2%

B: 0.0%

L: -1.7%

-19%

-7.8% 0.00 0.09

Summer -5.0% 0.00 0.13 No 65 (0%)


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2. ARMENIA - YEREVAN ACC

Traffic & Delay

2012 2013 2014 2015 2016

Summer Traffic 156 143 140 120 117

Yearly Traffic 153 143 139 116 107

Summer en-route delay (all causes) 0.0 0.0 0.0 0.0 0.0

Yearly en-route delay (all causes) 0.0 0.0 0.0 0.0 0.0

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UDDDACC - Traffic and en-route ATFM delays

Data Source: STATFOR


The average en-route delay per flight remained at zero in Summer 2016.

Capacity Plan: Sufficient Capacity to meet demand Achieved Comments

New ATS route P130 REBLO-ELSIV Yes Implemented 7/1/2016


The ACC capacity baseline was estimated at 40. During the measured period, the average peak 1 hour demand was 9 and the average peak 3 hour demand was 7.

Yerevan

UDDD ACC

Traffic Evolution

(2016 v 2015)


Capacity gap?



Actual Traffic

All reasons ACC

Reference Value

Current Routes

Shortest Routes

Year H: -1.0%

B: -2.5%

L: -3.5%

No sig. impact

-7.8% 0.00 0.01

Summer -2.5% 0.00 0.01 No 40 (0%)


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3. AUSTRIA - VIENNA ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2788 2733 3060 2946 2906

Summer Traffic 2303 2275 2481 2493 2499

Yearly Traffic 1961 1916 2057 2092 2144



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LOVVACC - Traffic and en-route ATFM delays


The average en-route delay per flight decreased from 0.15 to 0.12 minutes per flight in Summer 2016.

84% of the delays were due to Weather, 10% due to staffing and 6% due to ATC capacity.


DCTs H24/7 165+ in parallel ops with ATS routes

Cross border DCTs FAB intern & with adjacent ACCs where possible Yes

November 2016 SAXFRA Yes

Improved ATFCM techniques, including STAM Yes

Enhanced sectorisation according to the FAB CE Airspace Plan Yes

Stepped improved sectorisation according to on-going projects Yes

Improved operational procedures including FMP/AMC Yes

Recruitment to maintain staff level Yes

Additional sectors as required, depending on traffic demand levels Yes

Maximum configuration: 14 sectors Yes Even though 14 is max, 12 sectors were sufficient to cope with demand


The ACC capacity baseline was measured with ACCESS at 194, same value as in 2015. During the measured period, the average peak 1 hour demand was 181 and the average peak 3 hour demand was 168.

Allocation of and Reasons for En-route Delay

YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LOVVE15 33 22.3%

2016 LOVVS15 25 17.4%

2016 LOVVWB12 24 16.7%

2016 LOVVWB35 16 11.1%

2016 LOVVN15 13 8.8%

2016 LOVVW35 11 7.6%

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CAPACITY STAFFING DISRUPTION EVENTS WEATHER

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Vienna ACC en-route delays in 2016

Vienna

LOVV ACC

Traffic Evolution (2016 v 2015) En-route Delay (min. per flight)

Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.4%

B: 0.8%

L: -1.1%

+15%

+2.5% 0.07 0.21

Summer +0.2% 0.12 0.32 No 194 (0%)


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4. AZERBAIJAN - BAKU ACC

Traffic & Delay

2012 2013 2014 2015 2016

Summer Traffic 367 410 353 367 388

Yearly Traffic 357 352 348 353 371

Summer en-route delay (all causes) 0.0 0.0 0.0 0.0 0.0

Yearly en-route delay (all causes) 0.0 0.0 0.0 0.0 0.0

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UBBAACC - Traffic and en-route ATFM delays

Data Source: STATFOR


The average en-route delay per flight remained at zero in Summer 2016.

Capacity Plan: Sufficient Capacity to meet demand Achieved Comments

ATS route network optimisation - an on-going process in co-operation with neighboring States

Yes

Maximum configuration: 5 + 3APP Yes 3 + 3 APP were sufficient


The ACC capacity baseline was estimated at 65. During the measured period, the average peak 1 hour demand was 34 and the average peak 3 hour demand was 25.

Baku

UBBA ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.4%

B: 1.2%

L: 0.5%

No significant

impact

+5.1% 0.00 0.01

Summer +5.7% 0.00 0.01 No 65 (0%)


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5. BELGIUM - BRUSSELS ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1926 1916 1964 2039 2072

Summer Traffic 1644 1634 1691 1769 1789

Yearly Traffic 1503 1483 1525 1602 1605



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EBBUACC - Traffic and en-route ATFM delays


The average en-route delay per flight increased from 0.22 minutes per flight in Summer 2015 to 0.71 minutes per flight in 2016.

71% of the delays were due to ATC staffing, 16% due to ATC capacity and 11% due to weather.


Civ/Mil AMC Cell Yes

Improved use of the route network as a result of FUA enhancement Ongoing

FUA-L3 continued to provide benefits but FUA-L2 remains as is UFN (i.e. airspace bookings based on priority rules)

FABEC XMAN Step 1 No

Redefined as FABEC Enhanced AMAN/XMAN, foreseen benefits by 2019

Enhancement of ATFCM procedures, including STAM Yes

Implementation of DCTs below FL245 Yes

Minor upgrades of CANAC2 system Yes

Maximum configuration: 6/7 sectors Yes


The ACC capacity baseline was estimated to be at 118 in summer 2016. During the measured period, the average peak 1 hour demand was 122 and the average peak 3 hour demand was 111.

Unforeseen staffing issues affected performance in Quarter 2 of 2016. As from Quarter 3 measures were implemented to solve such issues.

At the same time the particularly high growth of traffic on the Southwest axis resulted in some capacity gaps in the West sector group.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EBBUNWC 389 49.4%

2016 EBBUEEC 179 22.8%

2016 EBBUHLC 71 9.1%

2016 EBBUWSC 58 7.3%

2016 EBBRTA 43 5.5%

2016 EBBUESC 30 3.8%

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Brussels ACC en-route delays in 2016

Brussels

EBBU ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.6%

B: 3.5%

L: 2.5%

No significant

impact

+0.2% 0.49 0.05

Summer +1.1% 0.71 0.05 No 118 (-12%)


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6. BOSNIA & HERZEGOVINA - SARAJEVO ACC Traffic & Delay

2015 2016

Peak Day Traffic 174 177

Summer Traffic 121 127

Yearly Traffic 96 101

Summer enroute delay (all causes) 0.00 0.00

Yearly enroute delay (all causes) 0.00 0.00

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LQSBACC - Traffic and en-route ATFM delays


The average en-route delay per remained at zero minutes per flight in Summer 2016.

Planned capacity increase: sufficient capacity Achieved Comments

Further cross-border FRA evolutions Yes SEA FRA implementation (FRA with neighbouring ACCs: Zagreb and Belgrade above BHACC AoR with time applicability restrictions)

Enhanced ATFM techniques, including STAM Yes Measures applied when needed in tactical phase.

Minor upgrades to the system Yes New hardware, DPS upgrade

Maximum configuration: 2 sectors Yes 1 sector was sufficient


The capacity baseline was estimated with ACCESS at 25. During the measured period, the average peak 1 hour demand was 14 and the average peak 3 hour demand was 12.

Sarajevo

LQSB CTA


Capacity gap?



Actual Traffic



Shortest Routes

Year H: -1.9%

B: -3.1%

L: -4.7%

No significant

impact

+5.2% 0.00 0.01

Summer +5.0% 0.00 0.01 No 25


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7. BULGARIA - SOFIA ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2253 2316 2875 3179 2915

Summer Traffic 1807 1871 2355 2513 2405

Yearly Traffic 1422 1460 1822 2046 2010



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LBSRACC - Traffic and en-route ATFM delays


The en-route delay per flight remained at 0.01 minutes per flight during Summer 2016.

Planned capacity increase: +8% Achieved Comments

Stepped implementation of full FRA Yes Implementation on track. Night Cross-border operations within SEEN FRA starting 20 Mar 2017.

Gradual implementation of AFUA functionalities

Yes

ASMGCS at Sofia airport Yes

LNAV Procedures at Bulgarian airports Yes

Improved ATFCM, including use of occupancy counts and STAM

Yes Fully implemented as of Summer 2016

Implementation of Traffic Complexity Tool Yes Project on track. Final implementation is planned 2020.

ATS route network development Yes Reorganisation of interfaces between FS Sofia and Turkey, combined with new sectorisation provided significant additional capacity in VADEN/ADORU area.

New airspace structure in the western part of Black sea

Yes

New interface between FS Varna and Ankara ACC, combined with revision of sector organisation, provided additional capacity for the Middle East traffic flows. As a result complexity is reduced significantly and the delays from previous summer (generated by Turkey) are reduced to zero. The new interface organisation will ensure unimpeded traffic growth for the flows to/from Middle East for the next few years.

Additional sector layers Yes DFL 315-395 implemented. The DFL is flexibly changed throughout the day and increases adaptability of sector configurations to traffic demand.

Cross sector training Yes

Additional ATCOs Yes Updated training plan adopted. Training on schedule.

Increase of simulator training capabilities Yes SATCAS simulator number of position has been increased

New back-up Ops system Yes

Back-up VCS Yes

Sofia

LBSR ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.4%

B: 1.9%

L: 0.5%

-4%

-1.8% 0.01 0.05

Summer -4.3% 0.01 0.07 No 186 (0%)


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New VORs/DMEs Yes

New Ground-Air Radios Yes

Surveillance Data Distribution System, WAM and ADS-B

Yes Implemented as planned. Coverage on the Black Sea airports TMAs

ATM System Upgrade including CPDLC functionalities

Yes

Modernisation of en-route radar Yes One en-route radar replaced. Project is on track and continues in 2017

Gradual increase of maximum sector configurations available up to 18 sectors

Yes

Maximum configuration: 12 sectors Yes 10 sectors were sufficient


The ACC capacity baseline was measured with ACCESS and was assessed to be at 186. During the period June/July, the average peak 1 hour demand was 162 flights and the average peak 3 hour demand was 149 flights. However, the actual peak traffic demand in Sofia ACC does not coincide with the period used for the present capacity assessment and it is shifted towards mid-August where peaks above 200 flights/hour are easily observed.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LBSRSWL6 4 34.6%

2016 LBSRSWU6 4 33.4%

2016 LBSRSYL6 2 13.8%

2016 LBSRVBDL6 1 12.5%

2016 LBSRVBDU6 1 4.8%

2016 LBSRSYU6 0 1.0%

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Sofia ACC en-route delays in 2016


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8. CROATIA - ZAGREB ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2407 2410 2498 2486 2462

Summer Traffic 1635 1666 1775 1746 1781

Yearly Traffic 1286 1281 1355 1366 1363



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LDZOACC - Traffic and en-route ATFM delays


The average en-route delay per flight decreased from 0.89 minutes per flight in Summer 2015 to 0.07 minutes per flight in Summer 2016.

60% of the delays were for the reason weather, 35% for ATC Capacity and 5% for ATC Staffing.

Capacity plan: +5% Achieved Comments

Further cross-border FRA evolutions Yes SEAFRA H24 Implemented on 8 December 2016

LARA (end 2015) No Postponed to Spring 2017

Integration of TMAs in the network through the implementation of the FABCE concept of seamless operations for the TMAs within Zagreb FIR

Yes

Enhanced ATFM techniques (STAM Phase I) No Postponed to Spring 2017

Enhanced sectorisation according to the FAB CE Airspace Plan Yes Implementation of Central sector

Further optimisation of ATS route network Yes

Long Range DCTs (FRD) CROSS BORDER evolution Yes

Optimization of manpower planning Yes

Additional ATCOs as required (~6 per year) Yes

Full dynamic DFL management consideration Yes

Re-assessment of sector capacities according to new CAPAN study Yes

Improved sector opening times Yes

Maximum configuration: 10 sectors Yes 11 sectors were opened


The capacity baseline was measured using ACCESS at 145. During the measured period, the average peak 1 hour demand was 138, and the average peak 3 hour demand was 127.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LDZON 12 21.0%

2016 LDZOULA 7 11.6%

2016 LDZOHW 7 11.5%

2016 LDZOULW 6 10.6%

2016 LDZOTHW 6 10.6%

2016 LDZOTHS 5 7.9%

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Zagreb ACC en-route delays in 2016

Zagreb

LDZO ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.1%

B: 1.1%

L: -1.3%

No significant

impact

-0.2% 0.04 0.25

Summer +2.0% 0.07 0.35 Yes 145 (+5%)


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9. CYPRUS - NICOSIA ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1049 1095 1175 1298 1246

Summer Traffic 819 844 944 991 1001

Yearly Traffic 736 760 834 874 880



0.00.20.40.60.81.01.21.41.61.82.02.22.42.62.8

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LCCCACC - Traffic and en-route ATFM delays



47% of the delays were due to ATC staffing, 43% of delays were due to ATC capacity, 8% due to airspace management and 2% due to equipment.

Capacity Plan +10 % Achieved Comments

Application of FRA DCT +FL285 for specific N/X points Yes 5 implemented new batch in Spring 2017

Improved ATFCM, including STAM Yes

Continuous improvement of ATS route network No Limited due to lack of agreement from Ankara ACC

New SIDs and STARs LCPH Yes September 2016

7 additional ATCOs Yes

OLDI with Egypt No

More flexibility in sector configuration openings Yes

Improve Civil-Military cooperation in the South-East part of the FIR Yes

Operation of a 6th en-route sector during peaks No

Revision of sector capacities Yes

Transition to the new ACC No Decision pending and dependant extension of AT system

Operation of corporatized ANSP No Progress ongoing

Maximum configuration: 5/6 sectors Yes 5 sectors opened


The ACC capacity baseline was measured with ACCESS/Reverse CASA at 59, 13% higher than in 2015. During the measured period, the average peak 1 hour demand was 61 and the average peak 3 hour demand was 56.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LCCCES0 228 40.9%

2016 LCCCS12 102 18.3%

2016 LCCCS12W 79 14.3%

2016 LCCCS1 59 10.6%

2016 LCCCW 37 6.7%

2016 LCCCS2 32 5.8%

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Nicosia ACC en-route delays in 2016

Nicosia

LCCC ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.4%

B: 0.5%

L: -1.3%

No significant

impact

+0.7% 0.63 0.26

Summer +1.0% 0.72 0.32 Yes 59 (+13%)


15


10. CZECH REPUBLIC - PRAGUE ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2338 2358 2416 2561 2690

Summer Traffic 2017 2063 2120 2280 2403

Yearly Traffic 1793 1804 1849 1976 2098



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

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3000

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LKAAACC - Traffic and en-route ATFM delays


The average en-route delay per flight remained at 0.01 minutes per flight in Summer 2016.

Capacity Plan: +2% Achieved Comments

Stepped implementation of FRA Yes

Improved flow and capacity management techniques, including STAM Yes

Improved ATS route network Yes

Enhanced sectorisation according to the FABCE Airspace Plan No

Additional controllers No Unplanned absence of controllers experienced

Minor improvements of system functionalities Yes

Adaptation of sector opening times depending on available staff Yes

Maximum configuration: 9/10 sectors Yes 10 sectors were opened


The ACC capacity baseline was measured with ACCESS and was assessed to be at 181. The peak 1 hour demand was 174 flights and the peak 3 hour demand was 161 flights.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LKAANSM 9 51.2%

2016 LKAANSH 2 13.5%

2016 LKAAL 2 12.4%

2016 LKAAM 2 11.7%

2016 LKAANSHT 2 9.9%

2016 LKAALM 0 1.2%

0

5

10

15


Av

g d

ail

y d

ela

y (m

in)

Prague ACC en-route delays in 2016

Prague

LKAA ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.4%

B: 2.6%

L: 1.3%

-20%

+6.2% 0.01 0.10

Summer +5.4% 0.01 0.16 No 181 (+3%)


16


11. DENMARK - COPENHAGEN ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1688 1781 1765 1792 1879

Summer Traffic 1485 1580 1571 1592 1622

Yearly Traffic 1409 1459 1464 1488 1513



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

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1.0

0

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1200

1400

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EKDKACC - Traffic and en-route ATFM delays




Possible alignment with FRA within NEFAB Yes

Final completion May 2017 together with full NEFRA implementation

Optimizing the use of FRA when military areas are active Yes

A – CDM at EKCH Yes Full A-CDM was implemented on December 19, 2016

Improved ATFCM, working with occupancy counts Yes

Continuous improvements on the ATS route network Yes

Upgrade CDR2s to CDR1s Yes

OLDI extension to field 15 FPL Yes

Maintain appropriate level of staffing to open up to 8 sectors Yes

Minor updates of COOPANS Yes

Sector configurations adapted to traffic demand Yes

Maximum configuration: 4/5 (E) + 3 (W) Yes 3 (E) + 2 (W) were sufficient


The ACC capacity baseline was measured with ACCESS at 127, same as in 2015. During the measured period, the average peak 1 hour demand was 120 and the average peak 3 hour demand was 111.

Copenhagen

EKDK ACC

Traffic Evolution

(2016 v 2015)

En-route Delay

(min. per flight)

Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.2%

B: 2.9%

L: 2.0%

No significant impact

+1.7% 0.00 0.08

Summer +1.9% 0.00 0.11 No 127 (0%)


17


12. ESTONIA - TALLINN ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 632 621 651 649 674

Summer Traffic 544 537 567 569 583

Yearly Traffic 493 485 508 516 530



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

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EETTACC - Traffic and en-route ATFM delays


The average en-route delay per flight increased from 0.02 minutes per flight in Summer 2015 to 0.04 minutes per flight in Summer 2016.

100% of the delays were for the reason ATC capacity.

Capacity Plan: Sufficient capacity to meet demand Achieved Comments

NEFRA Yes

SYSCO –full OLDI with Latvia, Sweden No Postponed to 2017/2018

LARA implementation Yes

Additional staff and controller rating Yes

Adaptation of sector opening times Yes

Adding new routes crossing the boundary with Sankt-Petersburg FIR Yes

Maximum configuration: 3 (+1 FEEDER) No 2 sectors opened


The capacity baseline was estimated to be 63. During the measured period, the average peak 1 hour demand was 59 and the average peak 3 hour demand was 50.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EETTEST 10 73.3%

2016 EETTFEEDER 3 24.6%

2016 EETTWES 0 2.1%

0

5

10

15


Av

g d

ail

y d

ela

y (

min

)

Tallinn ACC en-route delays in 2016

Tallinn

EETT ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.5%

B: 0.9%

L: -0.4%

No sig.

impact

+2.7% 0.03 0.03

Summer +2.5% 0.04 0.04 No 63 (0%)


18


13. EUROCONTROL - MAASTRICHT ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 5244 5349 5526 5552 5760

Summer Traffic 4793 4941 5043 5096 5330

Yearly Traffic 4389 4474 4579 4664 4863



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

1000

2000

3000

4000

5000

6000

7000

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EDYYUAC - Traffic and en-route ATFM delays


The average en-route delay per flight increased from 0.53 minutes per flight in Summer 2015 to 0.86 minutes per flight in 2016.

45% of the delays were for the reason Weather, 42% for ATC Capacity, 7% for the reason Other, 4% for ATC Staffing, 1% for Equipment and 1% for Airspace Management.


FABEC FRA Step 1: WE DCTs Yes

Initial FUA Implementation above FL365 Yes Step 1 has been implemented. Step 2 is envisaged for the end of 2017 and Step 3 in 2018

Improved ATFCM including STAM Yes Ongoing

ATC2ATM Program Yes Ongoing

Brussels UIR DFL Change Yes The DFL changes has been successfully introduced in Feb 2016

Advanced tactical ATFCM measures Yes

Cross training of ATCOs Yes

iFMP (integrated Flow Management Position) Yes

NVCS No Implementation delayed until Q1, 2017

SRAT (Super Role Allocation Tool) Yes

RDFS No Implementation delayed: 2017

Stepped implementation of XMAN (possible negative impact on capacity)

Yes

Maximum configuration: 20 sectors Yes BRU: 6 DECO: 6 HANN: 8

Max sectors not necessarily all opened simultaneously across sector groups


The capacity baseline was measured with ACCESS/Reverse CASA at 322. During the same period, the peak 3 hour demand was 325 and the peak 1 hour was 346.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EDYYBOLN 526 19.5%

2016 EDYYD5WH 430 16.0%

2016 EDYYB3EH 399 14.8%

2016 EDYYD5WL 314 11.6%

2016 EDYYB5KL 198 7.4%

2016 EDYYHMNS 147 5.4%

0

500

1000

1500


Av

g d

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y d

ela

y (

min

)

Maastricht UAC en-route delays in 2016

Maastricht

EDYY UAC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.5%

B: 2.4%

L: 1.4%

+3%

+4.3% 0.55 0.17

Summer +4.6% 0.86 0.27 Yes 322 (0%)


19


14. FINLAND - TAMPERE ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 620 592 594 579 590

Summer Traffic 480 451 465 452 451

Yearly Traffic 485 451 459 445 451



0.0

0.1

0.2

0.3

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0.6

0.7

0.8

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100

200

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EFINCTA - Traffic and en-route ATFM delays


The average en-route delay per remained at zero minutes per flight in Summer 2016.


NEFRA phase2 (ES and EK to join) Yes

Maintain number of controllers Yes

Partial move of ACC functions to new ACC at EFHK (10 ATCOs) Yes



The capacity baseline was estimated at the same level as last year. During the measured period, the average peak 1 hour demand was 40 and the average peak 3 hour demand was 33.

Tampere

EFIN CTA


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.3%

B: 2.3%

L: -1.3%

No significant

impact

+1.3% 0.00 0.09

Summer -0.2% 0.00 0.07 No 58 (0%)


20


15. FRANCE - BORDEAUX ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2978 3066 3183 3197 3394

Summer Traffic 2575 2615 2668 2744 2936

Yearly Traffic 2222 2238 2282 2349 2476



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

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LFBBALL - Traffic and en-route ATFM delays


The average en-route delay per flight increased from 0.34 minutes per flight in Summer 2015 to 0.79 minutes per flight during the same period in 2016.

70% of the delays were due to ATC Capacity, 15% due to Weather, 11% due to Industrial action and 3% due to Staffing.

Capacity Plan; +1 % Achieved Comments

FABEC FRA Step 1 : WE DCTs No

Improved Airspace Management / FUA Yes

Improved ATFCM Procedures and STAM Yes

CDM processes and procedures Yes

MAC (Collaborative ATFCM Measures) Yes

5th layer in some sectors No Postponed to March 2017

Staff deployment / Flexible rostering Partially

Re-evaluation of sector capacities No Re-evaluation will be done in 2017 following

ERATO implementation

Maximum configuration: 21 UCESO Yes 21 sectors


The ACC capacity baseline was assessed with ACCESS to be at 201. During the measured period, the average peak 1 hour demand was 213 and the average peak 3 hour demand was 198.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LFBBNH12 210 12.1%

2016 LFBBUSUD 198 11.4%

2016 LFBBR4 127 7.3%

2016 LFBBT14 93 5.4%

2016 LFBBZX4 78 4.5%

2016 LFBBP1234 65 3.8%

0

500

1000


Av

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in)

Bordeaux ACC en-route delays in 2016

Bordeaux

LFBB ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.7%

B: 3.3%

L: 1.8%

No significant

impact

+5.4% 0.70 0.12

Summer +7.0% 0.79 0.20 Yes 201 (0%)


21


16. FRANCE - BREST ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 3294 3345 3550 3429 3632

Summer Traffic 2752 2850 2980 2975 3169

Yearly Traffic 2398 2457 2559 2538 2697



0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

0

500

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3500

4000

Enro

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LFRRACC - Traffic and en-route ATFM delays


The average en-route delay increased from 1.04 minutes per flight in Summer 2015 to 1.60 minutes per flight over the same period in 2016.

79% of the delays were due to the reason ATC Capacity, 15% due to Industrial Actions and 2% due to Staffing.

Capacity Plan : +1% Achieved Comments


Improved airspace management / FUA Yes

Improvement of ATFCM procedures and STAM Yes

CDM processes and procedures Yes


Reorganisation of airspace below FL145 (1st step) No Postponed to 2017

Revised NAT/Brest interface Yes

Staff redeployment / flexible rostering Partially

ERATO (stripless, MTCD) Yes

Re-evaluation of sector capacities Yes

Maximum configuration: 18 UCESO Yes 18 sectors were opened




YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LFRRMZSI 651 13.7%

2016 LFRRN 314 6.6%

2016 LFRRA 294 6.2%

2016 LFRRQXSI 285 6.0%

2016 LFRRG 276 5.8%

2016 LFRRESTU 251 5.3%

0

1000

2000

3000


Av

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Brest ACC en-route delays in 2016

Brest

LFRR ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 6.6%

B: 5.2%

L: 3.8%

No significant

impact

+6.3% 1.76 0.10

Summer +6.5% 1.60 0.17 Yes 204 (+3%)


22


17. FRANCE - MARSEILLE ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 3929 3999 4032 4030 4178

Summer Traffic 3268 3271 3269 3270 3456

Yearly Traffic 2763 2746 2730 2743 2871



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

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1.0

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4500

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LFMMACC - Traffic and en-route ATFM delays


The average en-route delay increased from 0.19 minutes per flight in Summer 2015 to 0.46 minutes per flight in Summer 2016.

53% of the delays were due to the reason ATC Capacity, 27% due to Weather, 7% due to Industrial Actions, 7% due to Airspace Management and 4% due to Staffing.




Improvement of ATFCM procedures and STAM Yes

CDM Processes and procedures Yes


Creation of 4th layer (East) Yes


Maximum configuration: 28 UCESO Yes Maximum configuration: 15 + 13 sectors


The ACC capacity baseline was assessed with ACCESS to be at 248, 2% higher compared to Summer 2015. During the measured period, the average peak 1 hour demand was 256 and the average peak 3 hour demand was 245.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LFMMWM 161 12.6%

2016 LFMMFDZ 146 11.5%

2016 LFMMMALY 76 5.9%

2016 LFMMRAEE 61 4.8%

2016 LFMMAB12 61 4.8%

2016 LFMMEK12 50 3.9%

0

200

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Marseille ACC en-route delays in 2016

Marseille

LFMM ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.7%

B: 2.3%

L: 0.8%

No significant

impact

+4.7% 0.44 0.15

Summer +5.7% 0.46 0.24 No 248 (+2%)


23


18. FRANCE - PARIS ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 4000 3863 3904 3925 4122

Summer Traffic 3429 3309 3353 3502 3574

Yearly Traffic 3227 3107 3125 3205 3266



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

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LFFFALL - Traffic and en-route ATFM delays


The average en-route delay increased from 0.17 minutes per flight in Summer 2015 to 0.40 minutes per flight over the same period in 2016.

48% of the delays were due to the reason Industrial Action, 30% due to Weather, and 20% due to ATC Capacity.




Bilini trial (until spring 2016) Yes

Improved ATFCM procedures and STAM / GF project Yes GF project is part of iStream

iStream Yes



Reorganisation of lower airspace and delegation of ATS to APP units below FL145 (for relevant airspace)

No Postponed to 2018


Maximum configuration: 21 UCESO Yes Maximum configuration: 20 sectors (10+10) was sufficient


The ACC capacity baseline was assessed with ACCESS to be at 281, 2% higher than in Summer 2015. During the measured period, the average peak 1 hour demand was 277 and the average peak 3 hour demand was 251.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LFFFUZ 119 10.8%

2016 LFFFLMHJ 107 9.7%

2016 LFFFUJ 88 8.0%

2016 LFFFTE 87 7.9%

2016 LFFFAOML 74 6.7%

2016 LFFFLMH 69 6.2%

0

200

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600


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Paris ACC en-route delays in 2016

Paris

LFFF ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.5%

B: 1.3%

L: 0.1%

No significant

impact

+1.9% 0.34 0.15

Summer +2.1% 0.40 0.19 No 281 (+2%)


24


19. FRANCE - REIMS ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2903 3030 3193 3267 3377

Summer Traffic 2587 2719 2832 2899 3021

Yearly Traffic 2334 2430 2522 2574 2668



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

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4000

Enro

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LFEEACC - Traffic and en-route ATFM delays


The average en-route delay decreased from 0.66 minutes per flight in Summer 2015 to 0.40 minutes per flight in Summer 2016.

54% of the delays were due to ATC Capacity, 29% due to Weather, 7% due to Staffing and 6% due to Industrial Action.


FABEC FRA Step 1: WE DCTs No


FABEC XMAN Step 1 : Basic Yes

Improved ATFCM procedures and STAM Yes



Reorganisation of lower airspace ELLX interface Yes

Staff redeployment / Flexible rostering Yes As from end July 2016

Maximum configuration: 19 UCESO Yes Maximum configuration: 19 sectors


The ACC capacity baseline was measured with ACCESS at 199. During the measured period, the average peak 1 hour demand was 212 and the average peak 3 hour demand was 195.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LFEE2F 91 13.1%

2016 LFEEHYR 90 12.9%

2016 LFEE4E 73 10.5%

2016 LFEE5EH 50 7.2%

2016 LFEE4H 48 6.9%

2016 LFEEKR 46 6.6%

0

500

1000


Av

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in)

Reims ACC en-route delays in 2016

Reims

LFEE ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.1%

B: 2.8%

L: 1.3%

+6%

+3.7% 0.26 0.18

Summer +4.2% 0.40 0.25 Yes 199 (+5%)


25


20. FYROM - SKOPJE ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 642 661 834 859 769

Summer Traffic 418 424 566 568 542

Yearly Traffic 306 301 389 401 379



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

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700

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1000

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)

LWSSACC - Traffic and en-route ATFM delays


The delays decreased from 0.02 minutes per flight in during Summer 2015 to 0.01 minutes per flight during Summer 2016


Free route airspace – Implementation June 2016 Yes

Maximum configuration: 3 sectors Yes


The ACC capacity baseline was estimated to be at the same level as in Summer 2015. During the measured period the average peak 1 hour was 45 and the average peak 3 hour was 40.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LWSSLOW 3 100.0%

0

1

2

3


Avg

daily d

ela

y

(min

)

Skopje ACC en-route delays in 2016

Skopje

LWSS ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 5.8%

B: 2.3%

L: 0.2%

+35%

-0.1% 0.01 0.19

Summer 0% 0.01 0.26 No 59 (0%)


26


21. GEORGIA - TBILISI ACC

Traffic & Delay

2015 2016

Peak Day Traffic 404 453

Summer Traffic 346 365

Yearly Traffic 328 340

Summer enroute delay (all causes) 0.00 0.00

Yearly enroute delay (all causes) 0.00 0.00

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

50

100

150

200

250

300

350

400

450

500

Enro

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(min

ute

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IFR

flig

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(D

aily

Ave

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)

UGGGACC - Traffic and en-route ATFM delays


The average en-route delay per flight remained at zero during Summer 2016.

Capacity Plan : Sufficient capacity to meet demand Achieved Comments

FRAG concept approval Yes FRAG concept is approved. Implementation date of the Step One will be 1Q-2Q of 2017

Further implementation of FRAG Yes Further implementation of FRAG Step Two is planned in 2018+

Implementing a rational use of ASM CDM MIL No Implementation expected in 2017-2018

Implement ATFCM measures and improve FMP issues No Implementation expected in 2Q 2017

Further optimisation and implementation of ATS route network

Yes Further optimisation and implementation of ATS Route network is ongoing process.

Reorganisation of lower and upper airspace Yes Full reorganization of the airspace will be implemented on January the 5th 2017

Finalisation of OLDI connection with adjacent units No

Currently only one OLDI connection is existing with adjacent sector (ANKARA ACC). Finalisation of OLDI connections with all adjacent sectors is expected after new ATM automated system implementation in Tbilisi ACC centre (2017+)

ATS contingency plan approval Yes Approved in 05.01.2016

Conversion of lower airspace to RNAV5 No In accordance with PBN implementation plan expected in 2017+

Optimization of manpower planning No

According to policy and procedures for determination number of staff required in ATS provision, approved in 04.04.2016

Optimization of manpower planning will commence in 2017

Additional staff recruitment to cope with demand Yes Planned from 2017+

Technical implementation of new ATM system No Planned 2017+

Traffic management improvements No Implementation expected 2017+

Maximum configuration: 2 sectors Yes Sectors re-configuration is expected after new ATM system implementation


The ACC capacity baseline was estimated to be 50. During the measured period, the average peak 1 hour demand was 35 and the average peak 3 hour demand was 23.

Tbilisi

UGGG ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 0.1%

B: -1.2%

L: -1.8%

No significant

impact

+3.7% 0.00 0.01

Summer +5.5% 0.00 0.01 No 50 (+25%)


27


22. GERMANY - BREMEN ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2239 2136 2192 2185 2293

Summer Traffic 1826 1777 1839 1864 1927

Yearly Traffic 1674 1628 1683 1720 1778



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

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2500

Enro

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aily

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)

EDWWACC - Traffic and en-route ATFM delays


Capacity Plan: 0% Achieved Comments

Maximum configuration: 14 +3 sectors Yes 16 sectors were opened


The summer traffic increased by 3.4%. The traffic development was in line with the STATFOR Baseline scenario for the year 2016. The Average ATFM Delay En-route per Movement was increased to 0.20 min/flight in Summer 2016. The delays were mainly due to “ATC Capacity” (42%), “Weather” (36%) and “ATC Staffing” (21%). The offered capacity was the same as in 2015, but the strong traffic growth led to a certain capacity deficit. Therefore, the ADM Summer is above the EU reference value. The capacity deficit was only due to the unexpectedly strong traffic growth in the BERLIN area.

The maximum configuration of 16+4 consisted of 13 en-route sectors, 3 en-route/APP- sectors (Hamburg, Hannover) and 4 APP/TMA- sectors (Berlin). The offered configuration of 10+3+3 was opened during the whole year. The sectors EIDER EAST and MÜRITZ LOW were only open for military exercises. The sectors BERLIN DEPARTURE NORTH and SOUTH were always combined. In the SF South was one sector always combined.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EDWWDBAS 105 45.9%

2016 EDWWHAMC 68 29.5%

2016 EDWWFLG 40 17.3%

2016 EDWWHEIC 9 4.1%

2016 EDWWDBAT 2 0.8%

2016 EDWWSOUTH 2 0.8%

0

50

100

150


Av

g d

ail

y d

ela

y (m

in)

Bremen ACC en-route delays in 2016

Bremen

EDWW ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 5.0%

B: 3.5%

L: 2.3%

No significant

impact

+3.4% 0.13 0.07

Summer +3.4% 0.20 0.08 No 151 (0%)


28


23. GERMANY - KARLSRUHE ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 4748 5600 5746 5710 5953

Summer Traffic 4345 5088 5245 5305 5481

Yearly Traffic 3905 4501 4631 4719 4889



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

1000

2000

3000

4000

5000

6000

7000

Enro

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aily

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rage

)

EDUUUAC - Traffic and en-route ATFM delays



FABEC FRA Step 1: WE DCTs (2016) Yes Successfully completed on 05.03.2016

FABEC XMAN Step 1 : Basic (2016) Yes Successfully completed on 31.12.2016

Optimized Descent Profiles/ ODP (2016) Yes Successfully completed on 31.03.2016

Vertical split of NATTENHEIM into 4 sectors (04/2016) Yes Successfully completed on 28.04.2016

Testing extension ED R307 (EUFI) (2016) Yes Successfully completed on 31.12.2016

Maximum configuration: 39 sectors Yes 36 sectors were opened.


The summer traffic growth reaches 3.3% and is higher than the expected high growth scenario (+3.1%). The Average ATFM Delay en-route per Movement strongly increased to 0.58 min/flight compared to the previous summer period (0.26 min/flight). The delays were mainly due to “Weather” (40%), “ATC Staffing” (35%) and “ATC Capacity” (18%). There was a capacity deficit: On one hand, the traffic strongly increased in some sector families (7,8% in the Eastern SF and 4,2% in the Central SF); on the other hand, the difficult weather conditions in the summer influenced the capacity situation.

The offered capacity decreased in 2016 to the level of 2014. NATTENHEIM, which previously consisted of 3 sectors, was split into 4 sectors for more flexibility. A maximum configuration of 43 en-route sectors was available; the CHIEM, ISAR, FULDA sectors were mostly combined. Only 3 sectors were opened simultaneously in NATTENHEIM. Of the 8 possible subsectors FRANKFURT and WÜRZBURG, a maximum of 7 were open simultaneously. The offered configuration consisted of 36 sectors.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EDUUDON1D 203 11.8%

2016 EDUUCHI1K 152 8.9%

2016 EDUUERL12 147 8.5%

2016 EDUUWUR34 124 7.2%

2016 EDUUCHI1C 105 6.1%

2016 EDUUALP2C 104 6.0%

0

200

400

600

800


Av

g d

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y d

ela

y (

min

)

Karlsruhe UAC en-route delays in 2016

Karlsruhe

EDUU ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.1%

B: 1.8%

L: 0.4%

No significant

impact

+3.6% 0.35 0.26

Summer +3.3% 0.58 0.34 No 347 (-3%)


29


24. GERMANY - LANGEN ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 4190 4073 4122 4179 4110

Summer Traffic 3688 3640 3642 3679 3689

Yearly Traffic 3377 3319 3317 3343 3361



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

4000

4500

Enro

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EDGGACC - Traffic and en-route ATFM delays


Capacity Plan 0% Achieved Comments

New P2-System Langen ACC Yes Successfully completed on 14./15.12.2015

FABEC XMAN Step 1 : Basic (2016) Yes Successfully completed on 31.04.2016

Upgrade of P1/ATCAS system (PSS) SF07 Yes Successfully completed on 14.05.2016

Upgrade of P1/ATCAS system PSS SF10 Yes Successfully completed on 17./18.12.2016

Maximum configuration: 22+12 Yes 33 sectors were opened.


The summer traffic increased in 2016 compared to 2015 by 0.3%. The Average ATFM Delay en-route per Movement significantly increased to 0.46 min/flight in summer 2016 compared to the last year (0.15 min/flight), and was therefore above the reference value (0.30 min/flight). The delays were mainly due to “Weather” (37%), “ATC Staffing” (28%), “Special Events” (19.5%) and “ATC Capacity” (13%). The high proportion of

delay caused by “special events” can be explained by the introduction of PSS in SF 07. Overall, the capacity deficit was mainly caused by PSS implementation in the Summer season.

The maximum configuration of 23+13 consisted of 23 en-route sectors (including 3 sectors with predominantly military traffic), 2 en-route /APP- sectors (Stuttgart) and 11 APP/TMA- sectors (Düsseldorf, Frankfurt and Cologne/Bonn). The offered configuration was 21+12 sectors (the en-route sectors NECKAR HIGH and LOW, KITZINGEBN and HAMMELBURG were always combined; in Cologne/Bonn APP, two sectors were always combined - either DKAE and DKAW or DKAW and NOR).


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EDGG7 345 34.6%

2016 EDGGNOR 163 16.3%

2016 EDGG1 74 7.5%

2016 EDGGDKA 67 6.7%

2016 EDGGDLSN 63 6.3%

2016 EDGGDLA 50 5.0%

0

100

200

300

400


Av

g d

ail

y d

ela

y (

min

)

Langen ACC en-route delays in 2016

Langen

EDGG ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.8%

B: 1.7%

L: 0.3%

No significant

impact

+0.5% 0.30 0.23

Summer +0.3% 0.46 0.30 No 244 (-6%)


30


25. GERMANY - MUNICH ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 4798 3593 3543 3560 3724

Summer Traffic 4390 3126 3099 3204 3245

Yearly Traffic 3911 2876 2846 2923 2974



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

1000

2000

3000

4000

5000

6000

Enro

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(min

ute

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IFR

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(D

aily

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)

EDMMACC - Traffic and en-route ATFM delays



FABEC CC XMAN Step 1: Basic

Link: EDDM - EDUU (100NM) Yes Successfully completed on 04/2016.

P1-HW upgrade ATS system P2i during ongoing operation Yes Successfully completed on 18./19.09.2016

Integration SF North + South to SF West (INSEL) (End of 2020)

Ongoing Ongoing

Maximum configuration: 14+4 Yes 18 sectors open


The Average ATFM Delay En-route per Movement reached 0.08 min/flight, as in the previous summer period. The delays were exclusively due to “Weather” (100%). The ADM summer 2016 was below the reference value.

The maximum configuration, of 17+4 sectors, consisted of 14 en-route sectors, 3 en-route /APP- sectors (Nuremberg, Dresden and Leipzig) and 4 APP/TMA- sectors (Munich). The offered configuration consisted of 14+4 sectors – three en-route sectors were mostly combined (FRANKEN Upper/High, NÖRDLINGEN/WALDA and SACHSEN Low/High).


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EDMMCN2 35 26.8%

2016 EDMMTEG 16 12.0%

2016 EDMMALB 14 10.7%

2016 EDMMFRKHU 13 10.4%

2016 EDMMZUS 13 10.2%

2016 EDMMFUE 11 8.9%

0

50

100

150


Av

g d

ail

y d

ela

y (

min

)

Munich ACC en-route delays in 2016

Munich

EDMM ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.0%

B: 1.9%

L: 0.5%

-10%

+1.7% 0.04 0.19

Summer +1.3% 0.08 0.25 No 250 (0%)


31


26. GREECE - ATHENS ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2197 2306 2419 2430 2492

Summer Traffic 1521 1561 1720 1779 1774

Yearly Traffic 1195 1195 1291 1365 1342



0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

0

500

1000

1500

2000

2500

3000

Enro

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(min

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LGGGACC - Traffic and en-route ATFM delays



87% of delays were due to the reason ATC capacity and 13% due ATC staffing.


Night DCTs / FRA Yes Full FRA implementation foreseen after 2020

Improved civil/military coordination Yes Stepped implementation of LARA system

PBN procedures implemented at 4 airports (Kerkira, Heraklion, Santorini, Mikonos)

Ongoing Fully implemented for Kerkira, other three airports planned to be operational in summer 2017


Improved ATS route network and airspace management Yes

Airspace reorganisation/resectorisation project No New sectorisation foreseen for 2018

Reduction in number of ATCOs No

FPL 2012 upgrade Yes

Maximum configuration: 6/7 sectors Yes 7 sectors open


The ACC capacity baseline was measured with ACCESS/Reverse CASA at 124, 5% higher than 2015. During the measured period, the average peak 1 hour demand was 125 and the average peak 3 hour demand was 116.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LGGGRDSL 90 41.7%

2016 LGGGMILL 71 32.6%

2016 LGGGKRK 19 8.8%

2016 LGGGMIL 17 7.8%

2016 LGGGKFPL 13 5.8%

2016 LGGGRDS 3 1.2%

0

500

1000


Av

g d

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Athens ACC en-route delays in 2016

Athens

LGGG ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.6%

B: 2.4%

L: 0.5%

No significant

impact

-1.7% 0.16 0.20

Summer -0.3% 0.24 0.28 Yes 124 (+5%)


32


27. GREECE - MAKEDONIA ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1708 1721 1942 1996 1960

Summer Traffic 1268 1264 1413 1452 1415

Yearly Traffic 961 939 1032 1075 1041



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

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LGMDACC - Traffic and en-route ATFM delays


The average en-route delay decreased from 0.75 minutes per flight in Summer 2015 to 0.06 minutes per flight in Summer 2016.

56% of delays were due to the reason ATC staffing, and 44% due ATC capacity.


Night DCTs / FRA Yes Full FRA implementation foreseen after 2020

Improved civil/military coordination Yes Stepped implementation of LARA system

PBN procedures implemented at 4 airports (Kerkira, Heraklion, Santorini, Mikonos)

Ongoing Fully implemented for Kerkira, other three airports planned to be operational in summer 2017


Improved ATS route network and airspace management Yes

Airspace reorganisation/resectorisation project No New sectorisation foreseen for 2018

Reduction in number of ATCOs No

FPL 2012 upgrade Yes

Maximum configuration: 4/5 sectors Yes 4 sectors were sufficient due to actual traffic distribution




YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LGMDW 36 78.2%

2016 LGMDWU 5 9.9%

2016 LGMDE 2 4.4%

2016 LGMDELM 2 3.6%

2016 LGMDEU 1 2.5%

2016 LGMDWLSK 1 1.4%

0

100

200

300

400


Av

g d

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y d

ela

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in)

Makedonia ACC en-route delays in 2016

Makedonia

LGMD ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 6.0%

B: 3.7%

L: 1.5%

No significant

impact

-3.2% 0.04 0.16

Summer -2.5% 0.06 0.21 Yes 104 (+4%)


33


28. HUNGARY - BUDAPEST ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2316 2353 2808 2893 2915

Summer Traffic 1847 1904 2147 2364 2405

Yearly Traffic 1526 1566 1754 1951 2016



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

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LHCCACC - Traffic and en-route ATFM delays


The average en-route delay per flight increased from 0.04 minutes per flight in Summer 2015 to 0.13 minutes per flight during the same period in 2016.

56% of the delays were due to Weather and 44% due to ATC capacity.

Capacity Plan +2.5% Achieved Comments

Optimization of airspace structure Full FRA

New geographical sectors are planned with step by step implementation

Recruitment and training of controllers Yes 7 new ATCOs expected after the summer season 2017 with uncertain (0-5) retirements

CPDLC operational Yes Very low usage from the operators

Maximum configuration: 10 sectors Yes max. 8 sectors with level capping


The ACC capacity baseline was measured with ACCESS at 195, 5% lower than in 2015. During the measured period, the average peak 1 hour demand was 180 and the average peak 3 hour demand was 162.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LHCCEASTH 45 28.5%

2016 LHCCEASTU 31 19.7%

2016 LHCCWLM 20 12.9%

2016 LHCCEHT 19 11.9%

2016 LHCCELM 13 8.4%

2016 LHCCWHT 8 4.9%

0

50

100


Av

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y (m

in)

Budapest ACC en-route delays in 2016

Budapest

LHCC ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.8%

B: 2.2%

L: 0.9%

-11%

+3.3% 0.08 0.05

Summer +1.7% 0.13 0.08 No 195 (-5%)


34


29. IRELAND - DUBLIN ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 624 634 659 715 778

Summer Traffic 544 568 595 642 708

Yearly Traffic 491 509 537 578 635



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

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900

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)

EIDWACC - Traffic and en-route ATFM delays


Average En-route delay per flight remained at zero minutes per flight in Summer 2016 as in 2015.


A-CDM at Dublin airport No Implementation due 2017


UK / Ireland FAB initiatives Yes

On-going recruitment to maintain staff levels Yes

Cross rating training Yes

Tower electronic strips No Implementation due 2017 linked to A-CDM

Minor upgrade of the ATM system Yes

Sector capacity re-evaluation (CAPAN) Yes



The ACCESS measured baseline of 64 indicates the capacity available during the measured period. The peak 1 hour demand was 57 and the peak 3 hour demand was 47.

Dublin

EIDW ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 5.1%

B: 3.5%

L: 3.1%

No significant

impact

+9.9% 0.00 0.03

Summer +10.3% 0.00 0.03 No 64 (+8%)


35


30. IRELAND - SHANNON ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1381 1467 1578 1495 1632

Summer Traffic 1189 1199 1250 1279 1378

Yearly Traffic 1075 1074 1086 1127 1211



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

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1200

1400

1600

1800

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)

EISNACC - Traffic and en-route ATFM delays


Average En-route delay per flight remained at zero minutes per flight in Summer 2016 as in 2015.


Low level FRA No Planned October 2017



R-LAT (Dec 2015) Yes

CPDLC (FANS and ATN) Yes

Developing Queue Management programme (London Heathrow XMAN) Yes

SPO Yes

On-going recruitment to maintain staff levels Yes

Minor ATM system upgrade Yes

Sector capacity re-evaluation (CAPAN) Yes

Extra sectors as required – Dynamic sectorisation available Yes

Maximum configuration: 12 sectors Yes 10 sectors open


The ACCESS measured baseline of 128 indicates the capacity available during the measured period. The peak 1 hour demand was 117 and the peak 3 hour demand was 106.

Shannon

EISN ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.3%

B: 2.6%

L: 2.0%

No significant

impact

+7.5% 0.00 0.04

Summer +7.7% 0.00 0.05 No 128 (+3%)


36


31. ITALY - BRINDISI ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1349 1377 1273 1226 1247

Summer Traffic 978 961 884 864 924

Yearly Traffic 808 786 730 697 733



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

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1000

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1400

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)

LIBBACC - Traffic and en-route ATFM delays


Average en-route delay per flight remained at zero, the same as during Summer 2015.


Free-route implementation program Yes

Improved airspace management Yes

PBN Program Yes


Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and BLUEMED FAB implementation

Yes

TMA reorganisation Yes

Additional capacity benefits from VDL Mode 2 implementation by all stakeholders

Yes

LINK IT (Data Link implementation) Yes

MTCD No Planned 2017

Flexible opening scheme according to traffic demand and system enablers implementation

Yes

Maximum configuration: 5/6 sectors Yes 4 sectors were sufficient


The ACC capacity baseline was measured at 87. During the measured period (June and July), the average peak 1 hour demand was 69 and the average peak 3 hour demand was 63.

Brindisi

LIBB ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 5.5%

B: 3.6%

L: 1.9%

+19%

+5.2% 0.00 0.01

Summer +6.9% 0.00 0.01 No 87 (+1%)


37


32. ITALY - MILAN ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2165 2020 2893 2843 2943

Summer Traffic 1853 1754 2441 2496 2579

Yearly Traffic 1659 1567 1973 2166 2226



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

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3000

3500

Enro

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(D

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)

LIMMACC - Traffic and en-route ATFM delays


Average en-route delay per flight remained at zero, the same as during Summer 2015.




PBN Program Yes

Evaluation and implementation of AMAN//Extended AMAN Yes


Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users, ENAV’s Flight Efficiency Plan and/or BLUEMED FAB implementation

Yes


Additional ATCOs (from TWRs to ACC) Yes



Yes



The ACC capacity baseline was measured with ACCESS at 197. During the measured period (June and July), the average peak 1 hour demand was 192 and the average peak 3 hour demand was 181.

Milan

LIMM

ACC

Traffic Evolution (2016 v 2015) En-route Delay

(min. per flight)

Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.1%

B: 2.5%

L: 0.7%

No significant

impact

+2.8% 0.00 0.08

Summer +3.3% 0.00 0.13 No 197 (+3%)


38


33. ITALY - PADOVA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2826 2869 2904 2694 2839

Summer Traffic 2220 2207 2264 2129 2218

Yearly Traffic 1844 1821 1854 1764 1815



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

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3500

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(D

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)

LIPPACC - Traffic and en-route ATFM delays


Average en-route delay per flight slightly increased from zero minutes per flight during summer 2015 to 0.01 minutes per flight in summer 2016.




PBN Program Yes

Improved ATFCM including STAM Yes

Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and/or BLUEMED FAB implementation

Yes




Yes



The ACC capacity baseline was measured at 194. During the measured period (June and July) the average peak 1 hour demand was 173 and the average peak 3 hour demand was 163.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LIPPCTA 7 84.2%

2016 LIPPN5 0 5.9%

2016 LIPPCS35 0 3.9%

2016 LIPPN34 0 3.1%

2016 LIPPSD36 0 2.0%

2016 LIPPNCS56 0 0.7%

0

5

10


Av

g d

ail

y d

ela

y (m

in)

Padova ACC en-route delays in 2016

Padova

LIPP ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.8%

B: 2.3%

L: 0.7%

No significant

impact

+2.9% 0.00 0.09

Summer +4.2% 0.01 0.13 No 194 (+1%)


39


34. ITALY - ROME ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 3798 3799 3060 3070 3105

Summer Traffic 3068 3054 2477 2512 2568

Yearly Traffic 2583 2565 2239 2144 2164



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

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3000

3500

4000

Enro

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IFR

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(D

aily

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)

LIRRACC - Traffic and en-route ATFM delays


Average en-route delay per flight decreased from 0.03 minutes per flight in Summer 2015 to zero minutes per flight in Summer 2016.




PBN Program Yes

Evaluation and implementation of AMAN/Extended AMAN Yes


Airspace management and ATS route assessment and/or improvements according to network needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and/or BLUEMED FAB implementation

Yes



Yes



The ACC capacity baseline was assessed measured at 214. During the measured period (June and July), the average peak 1 hour demand was 190 and the average peak 3 hour demand was 180.

Rome

LIRR ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.3%

B: 1.0%

L: -0.6%

No significant

impact

+0.9% 0.00 0.04

Summer +2.2% 0.00 0.06 No 214 (0%)


40


35. LATVIA - RIGA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 833 831 841 843 856

Summer Traffic 704 714 738 739 741

Yearly Traffic 634 642 659 664 667



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

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)

EVRRACC - Traffic and en-route ATFM delays



Capacity Plan Sufficient capacity to meet demand Achieved Comments

Various ATM system improvements Yes

Maximum configuration: 3 + 2 APP Yes


The capacity baseline was estimated with ACCESS to be 90, 6% higher than in 2015. The average peak 1 hour demand was 66 and the peak 3 hour demand was 59 flights during the measured period, indicating that the ACC offered sufficient capacity to meet the demand.

Riga

EVRR ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.0%

B: 0.5%

L: -1.5%

No significant

impact

+0.5% 0.00 0.01

Summer +0.3% 0.00 0.01 No 90 (+6%)


41


36. LITHUANIA - VILNIUS ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 685 738 804 776 763

Summer Traffic 602 633 672 664 675

Yearly Traffic 545 566 598 599 607



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

300

400

500

600

700

800

900

Enro

ute

De

lay

(min

ute

s p

er

flig

ht)

IFR

flig

hts

(D

aily

Ave

rage

)

EYVCACC - Traffic and en-route ATFM delays




FRA implementation above FL95 in Vilnius FIR Yes



The ACC capacity baseline was assessed to be at the same level as in Summer 2015. The peak 1 hour demand was 57 and the peak 3 hour demand was 51 during the measured period.

Vilnius

EYVC ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 1.0%

B: -0.3%

L: -1.6%

No significant

impact

+1.3% 0.00 0.02

Summer +1.7% 0.00 0.02 No 77 (0%)


42


37. MALTA - MALTA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 389 415 392 379 425

Summer Traffic 305 331 297 312 333

Yearly Traffic 264 298 277 279 298



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

50

100

150

200

250

300

350

400

450

Enro

ute

De

lay

(min

ute

s p

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IFR

flig

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(D

aily

Ave

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)

LMMMACC - Traffic and en-route ATFM delays




New ATM system No

Maximum configuration: 2 sectors Yes 2 sectors


The ACC capacity baseline was measured with ACCESS. During June and July, the average peak 1 hour demand was 28 flights and the peak 3 hour demand was 24 flights per hour.

Malta

LMMM ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H:0.7%

B: -1.3%

L: -3.8%

No significant

impact

+6.8% 0.00 0.02

Summer +6.7% 0.00 0.02 No 42 (0%)


43


38. MOLDOVA - CHISINAU ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 284 330 279 190 193

Summer Traffic 202 241 165 146 131

Yearly Traffic 171 198 149 119 108



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

50

100

150

200

250

300

350

Enro

ute

De

lay

(min

ute

s p

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IFR

flig

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(D

aily

Ave

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)

LUUUACC - Traffic and en-route ATFM delays


Average En-route delay per flight remained at zero, as in Summer 2015.


Airspace structure changes No

WAM / MLAT systems Yes

Maximum configuration: 3 sectors Yes 2 sectors were sufficient for the levels of traffic in 2016 - Sectors 2 and 3 are collapsed (H24)


The ACC capacity baseline was estimated at 40. The peak 1 hour demand was 13 flights and the peak 3 hour demand was 11.

Chisinau

LUUU ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.2%

B: 1.2%

L: -0.1%

No significant

impact

-9.2% 0.00 0.01

Summer -10.3% 0.00 0.02 No 40 (0%)


44


39. THE NETHERLANDS - AMSTERDAM ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1645 1657 1698 1764 1885

Summer Traffic 1509 1534 1565 1632 1733

Yearly Traffic 1393 1408 1441 1499 1582



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

1800

2000

Enro

ute

De

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(min

ute

s p

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IFR

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(D

aily

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)

EHAAACC - Traffic and en-route ATFM delays


The average en-route delay per flight slightly increased from 0.13 minutes per flight during Summer 2015 to 0.14 minutes per flight in Summer 2016.

63% of the delays were for the reason ATC Capacity and 30% for the reason Weather.




The ACC capacity baseline was measured with ACCESS at 146, representing the delivered capacity. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 135 during the measured period and an average peak 3 hour of 118.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EHAACBAS 91 58.0%

2016 EHAASECT3 58 37.0%

2016 EHAASECT2 7 4.6%

2016 EHAASECT2E 1 0.4%

0

50

100

150


Av

g d

ail

y d

ela

y (m

in)

Amsterdam ACC en-route delays in 2016

Amsterdam

EHAA ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.7%

B: 2.5%

L: 2.6%

No sig. impact

+5.5% 0.10 0.14

Summer +6.2% 0.14 0.14 No 146 (+2%)


45


40. NORWAY - BODO ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 729 753 753 765 749

Summer Traffic 572 588 609 614 616

Yearly Traffic 555 565 589 590 597



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

300

400

500

600

700

800

900

Enro

ute

De

lay

(min

ute

s p

er

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IFR

flig

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(D

aily

Ave

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)

ENBDACC - Traffic and en-route ATFM delays


Average En-route delay per flight slightly decreased to zero min/flight in Summer 2016.

Capacity Plan: Sufficient capacity to meet expected demand Achieved Comments

Free Route Airspace Yes

Flexible rostering of ATC staff Yes

Recruitment and training to maintain number of air traffic controllers Yes

Maximum configuration: 7 + 1 oceanic Yes 4 sectors were sufficient


The ACC capacity baseline was assessed to be at the same level as in Summer 2015. During the measured period, the average peak hour demand was 49 and the average peak 3 hour demand was 45.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 ENBD1819 1 58.9%

2016 ENOBOA80 0 41.1%

0

1

2

3


Av

g d

ail

y d

ela

y (m

in)

Bodo ACC en-route delays in 2016

Bodo

ENBD ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 0.2%

B: -0.9%

L: -1.6%

No sig. impact

+1.2% 0.00 0.09

Summer +0.3% 0.00 0.05 No 57 (0%)


46


41. NORWAY - OSLO ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1135 1200 1224 1184 1249

Summer Traffic 947 1018 1025 982 1050

Yearly Traffic 898 949 961 931 985



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

Enro

ute

De

lay

(min

ute

s p

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ht)

IFR

flig

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(D

aily

Ave

rage

)

ENOSACC - Traffic and en-route ATFM delays


Average En-route delay per flight increased from 0.10 minutes per flight in Summer 2015 to 0.20 minutes per flight in Summer 2016.

63% of the delays were for reason ATC capacity, 22% for ATC staffing 13% for equipment and 3% for weather.

Planned Capacity Increase: sufficient to meet demand Achieved Comments


Recruitment and training of air traffic controllers Yes




The capacity offered was measured with ACCESS at a level of 88, for an average peak demand of 81 (peak 1 hour) and 76 (peak 3 hour)


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 ENOS8 48 26.0%

2016 ENOSE345 35 18.9%

2016 ENOSW9012 26 14.0%

2016 ENOSE67 26 13.9%

2016 ENOSE1267 22 11.8%

2016 ENOSE3458 5 2.5%

0

50

100

150


Av

g d

ail

y d

ela

y (m

in)

Oslo ACC en-route delays in 2016

Oslo

ENOS

ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 1.7%

B: 0.3%

L: -0.9%

No significant

impact

+5.8% 0.15 0.13

Summer +6.9% 0.20 0.13 No 88 (0%)


47


42. NORWAY - STAVANGER ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 831 880 900 883 867

Summer Traffic 653 696 708 697 682

Yearly Traffic 625 663 677 661 641



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

300

400

500

600

700

800

900

1000

Enro

ute

De

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(min

ute

s p

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IFR

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(D

aily

Ave

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)

ENSVACC - Traffic and en-route ATFM delays



Capacity Plan: sufficient capacity to meet demand Achieved Comments


Recruitment and training to maintain number of air traffic controllers Yes


Maximum configuration: 4 + 2 helicopter Yes 5 sectors were opened


The capacity baseline of 64 was measured with ACCESS, indicating the capacity actually offered. During the measured period, the average peak demand was 57 (peak 1 hour) and 52 (peak 3 hour).


Year

Reference

Location

Avg Daily

ER Delays

% of Total ACC ER

Delay

2016 ENOSW9012 26 68.5%

2016 ENOSW567 3 9.0%

2016 ENOSW347 2 4.6%

2016 ENOS17 1 3.9%

2016 ENOSWOEBS 1 3.6%

2016 ENOSW34567 1 3.4%

0

10

20

30


Avg

daily d

ela

y

(min

)

Stavanger ACC en-route delays in 2016

Stavanger

ENSV ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 0.2%

B: -0.5%

L: -1.2%

No significant

impact

-3.0% 0.06 0.13

Summer -2.2% 0.09 0.13 No 64 (0%)


48


43. POLAND - WARSAW ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2395 2414 2456 2333 2589

Summer Traffic 2017 2063 2107 2073 2256

Yearly Traffic 1806 1829 1851 1841 1974



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

1.1

1.2

0

500

1000

1500

2000

2500

3000

Enro

ute

De

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(min

ute

s p

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IFR

flig

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(D

aily

Ave

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)

EPWWACC - Traffic and en-route ATFM delays



75% of delays were for the reason ATC Staffing, 16% for ATC Capacity, and 7% for Weather.


Stepped implementation of FRA Yes

Implementation of A-CDM at Warsaw Chopin airport No Completion expected in autumn 2017

Advanced ATFCM techniques, including STAM Yes

Stepped implementation of vertical sectorisation Yes

7 additional controllers Yes Eight new, three expected by December

23 students on OJT

Re-evaluation of sector capacities in new vertical split airspace No CAPAN in progress in 2016

Improved flexibility in vertical sectorisation, new configurations responding to flow demand

Yes

Improved sector configurations and management of configurations Yes

Maximum configuration: 9/10 sectors Yes 10 sectors opened




YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EPWWBD 198 24.8%

2016 EPWWTC 98 12.3%

2016 EPWWBDL 67 8.4%

2016 EPWWTCL 66 8.2%

2016 EPWWERL 44 5.5%

2016 EPWWD 34 4.3%

0

200

400

600


Av

g d

ail

y d

ela

y (

min

)

Warsaw ACC en-route delays in 2016

Warsaw

EPWW ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.9%

B: 1.3%

L: 0.2%

-6%

+7.2% 0.40 0.23

Summer +8.8% 0.66 0.34 Yes 144 (+1%)


49


44. PORTUGAL - LISBON ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1516 1448 1669 1672 1783

Summer Traffic 1178 1213 1312 1370 1528

Yearly Traffic 1121 1150 1229 1292 1429



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

1800

2000

Enro

ute

De

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(min

ute

s p

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IFR

flig

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(D

aily

Ave

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)

LPPCACC - Traffic and en-route ATFM delays



63% of the delays were for the reason ATC Staffing, 24% for ATC Capacity, and 6% for Weather.


Enhanced ASM/AFUA System Support No

PBN LPFR Ongoing Technical part ready – RNAV1 procedures

achieved

Enhanced ATFCM procedures, including STAM Partially Full implementation still required

Vertical split of South sector No Postponed to 2018

Flexibility of DFL West sector No Postponed to 2020

Flexible rostering Partially


APW Ongoing To be implemented March 2017

Increase capacity in MAD sector No Postponed to 2017

Dynamic split of West and South sectors No Postponed to 2020

Flexible sector opening schemes Yes

Maximum configuration: 10 (8 ENR+2 TMA) Yes 10 sectors were opened


The ACC capacity baseline was measured with ACCESS / Reverse CASA at 105. During the measured period (June and July AIRAC cycles), the average peak 1 hour demand was 111 and the average peak 3 hour demand was 99.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LPPCNORTH 88 26.9%

2016 LPPCNXUPP 57 17.5%

2016 LPPCSOUTH 53 16.2%

2016 LPPCWEST 43 13.3%

2016 LPPCCEU 43 13.1%

2016 LPPCNOL 14 4.5%

0

200

400

600


Av

g d

ail

y d

ela

y (m

in)

Lisbon ACC en-route delays in 2016

Lisbon

LPPC ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 7.8%

B: 5.8%

L: 3.9%

No sig. impact

+0.1% 0.23 0.10

Summer +0.1% 0.23 0.11 Yes 105 (+14%)


50


45. ROMANIA - BUCHAREST ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1982 2057 2362 2403 2307

Summer Traffic 1566 1676 1975 2021 1915

Yearly Traffic 1308 1383 1617 1717 1671



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

Enro

ute

De

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(min

ute

s p

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IFR

flig

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(D

aily

Ave

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)

LRBBACC - Traffic and en-route ATFM delays


Average En-route ATFM delay per flight decreased from 0.05 minutes perf light in Summer 2015 to zero minutes per flight.

Note: There was no need for extended capacity due to traffic decrease during summer season 2016, mainly caused by the UDROS/ODERO area reorganisation


Stepped Implementation of FRA in accordance with Danube FAB plans Yes

All military aviation areas are TRAs which will improve pre-tactical and tactical coordination

Yes

Revision and re-design process for military reserved areas No In progress

New TMA NAPOC implementation Yes

SIDs and STARs optimisation within Bucharest TMA – shorter routes to.from M987 (RNDSG 80.036/19.007)

No Project postponed.

Improved ATFCM, including use of occupancy counts Yes

ATS route network and sectorisation improvements Yes

Sectorisation improvements Yes Corresponding to TMA NAPOC implementation

LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis

Yes

Staff increased in line with capacity requirements Yes New ATCOs training in progress

Automated Support for Traffic Load (Density) Management (FCM06) No

Automated Support for Traffic Complexity Assessment (FCM06) No

4 layers vertically split for the most loaded sectors/family sectors Yes

Maximum configuration: 16 sectors Yes 11 sectors were sufficient for traffic demand during summer 2016


The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2015. During the measured period, the peak 1 hour demand was 133 flights and the peak 3 hour demand was 124.

Bucharest

LRBB ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.6%

B: 1.9%

L: 0.7%

+7%

-2.7% 0.00 0.01

Summer -5.2% 0.00 0.01 No 183 (0%)


51


46. SERBIA & MONTENEGRO - BELGRADE ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2435 2441 2610 2943 2744

Summer Traffic 1803 1792 1930 2080 2125

Yearly Traffic 1435 1393 1491 1621 1650



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

Enro

ute

De

lay

(min

ute

s p

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flig

ht)

IFR

flig

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(D

aily

Ave

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)

LYBAACC - Traffic and en-route ATFM delays


En-route delay decreased to 0.01 minutes per flight in Summer 2016.


CIMACT No Postponed for 2017

ATCC sectorisation change Yes

DPS Software improvement Yes



The ACC capacity baseline was measured with ACCESS at 181. The peak 1 hour demand was 157 and the peak 3 hour demand was 147 during the measurement period.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LYBAMIL01 15 100.0%

0

10

20

30


Av

g d

ail

y d

ela

y (m

in)

Belgrade ACC en-route delays in 2016

Belgrade

LYBA ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.8%

B: 1.8%

L: -0.6%

-7%

+1.8% 0.01 0.10

Summer +2.2% 0.01 0.14 No 181 (0%)


52


47. SLOVAK REPUBLIC - BRATISLAVA ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1553 1563 1924 1832 2002

Summer Traffic 1217 1276 1419 1500 1596

Yearly Traffic 1004 1055 1161 1243 1323



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

Enro

ute

De

lay

(min

ute

s p

er

flig

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IFR

flig

hts

(D

aily

Ave

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)

LZBBACC - Traffic and en-route ATFM delays


The average en-route delay per flight decreased from 0.12 to 0.05 minutes per flight in Summer 2016.

57% of the delays were for the reason ATC Capacity, and 42% for weather.


Free Route DCTs within LZBB Yes

Implement Rolling ASM/ATFCM process No Full implementation expected in 1Q 2017

Improved ATFCM techniques, including STAM Yes

Continuous improvements of the route network and sectorisation Yes

Enhanced sectorisation according to FABCE airspace plan Yes

Continuous recruitment to increase staff level Yes

Optimisation of sector opening times Yes

East/West sector configuration No Already limited manpower involved in other projects. Postponed until 2018.

Maximum configuration: 5 sectors Yes 5 sectors opened


The ACC capacity baseline was measured with ACCESS at 133, 2% higher than in 2015. During the measured period, the average peak 1 hour demand was 123 and the average peak 3 hour demand was 111.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LZBBU3 23 55.6%

2016 LZBBU36 6 15.4%

2016 LZBBU38 6 14.8%

2016 LZBBL35 6 13.9%

2016 LZBBL28 0 0.3% 0

20

40

60

80


Avg

dail

y d

ela

y

(min

)

Bratislava ACC en-route delays in 2016

Bratislava

LZBB ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 4.3%

B: 2.2%

L: 1.5%

-22%

+6.4% 0.03 0.10

Summer +6.4% 0.05 0.15 No 133 (+2%)


53


48. SLOVENIA - LJUBLJANA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1262 1254 1351 1305 1242

Summer Traffic 909 890 962 914 952

Yearly Traffic 735 703 743 725 745



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

Enro

ute

De

lay

(min

ute

s p

er

flig

ht)

IFR

flig

hts

(D

aily

Ave

rage

)

LJLAACC - Traffic and en-route ATFM delays


The average en-route delay per flight slighty increased from zero minutes per flight in Summer 2015 to 0.02 minutes per flight during Summer 2016.

Capacity Plan +3% to 15% Achieved Comments

Stepped implementation of FRA according to the FAB CE Airspace Plan. SAXFRA project will be reflected in FAB CE Airspace Plan

Yes SAXFRA project implemented 10.11.2016

Enhanced ATFCM techniques, including STAM No STAM implementation planned

ATS route network and traffic organisation changes Yes After 10.11.2016 ATS route network deleted with

SAXFRA

Enhanced sectorization according to the FAB CE Airspace Plan Yes According to FAB CE airspace plan

Mode S Yes

Additional ATCOs will be recruited as necessary Yes

Minor system upgrades as necessary Yes

Flexible sector configurations Yes

Maximum configuration: 5 sectors Yes 4 sectors actually used


The capacity baseline was estimated at the same level as last year. The peak 1 hour demand was 74 and the peak 3 hour demand was 67 during the measurement period.

Allocation of and Reasons for En-route Delay Year

Reference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LJLA2535 3 31.1%

2016 LJLA3566 2 20.7%

2016 LJLA2536 2 20.3%

2016 LJLA3766 1 12.0%

2016 LJLAONE 1 6.1%

2016 LJLA0034 1 5.9%

0

2

4

6


Av

g d

ail

y d

ela

y (m

in)

Ljubljana ACC en-route delays in 2016

Ljubljana

LJLA ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 1.7%

B: -0.3%

L: -2.9%

+30%

+2.8% 0.01 0.21

Summer +4.2% 0.02 0.31 No 87 (0%)


54


49. SPAIN - BARCELONA ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 3138 3187 3333 3294 3553

Summer Traffic 2523 2533 2599 2628 2857

Yearly Traffic 2013 2007 2042 2085 2261



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

4000

Enro

ute

De

lay

(min

ute

s p

er

flig

ht)

IFR

flig

hts

(D

aily

Ave

rage

)

LECBACC - Traffic and en-route ATFM delays


Average en-route delay per flight slightly decreased from 0.70 minutes per flight in Summer 2015 to 0.69 minutes per flight in Summer 2016.

84% of the delays were for the reason ATC Capacity and 11% for Weather.


Use of FUA restrictions Yes Not FUA but EU restrictions


Use of OCC in PONENT sectors No Trials with NM ongoing

LECM-LECB interface (sectorisation, procedures) No

Improve arrivals to LEBL Yes

Staff increase Yes

Full implementation of SACTA CF2 version (Nov 2015) Yes

Safety Nets (STCA) Yes

Review (increase in sector capacities) Yes

Maximum configuration: 12 sectors Yes 12 sectors


The ACC capacity baseline was measured with ACCESS/Reverse CASA at 156. During the measured period, the peak 1 hour demand was 160 and the peak 3 hour demand was 151.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LECBP1U 226 20.4%

2016 LECBBAS 152 13.7%

2016 LECBMNI 73 6.6%

2016 LEBLT1E 55 4.9%

2016 LEBLDDI 53 4.7%

2016 LECBP1I 49 4.5%

0

500

1000


Av

g d

ail

y d

ela

y (m

in)

Barcelona ACC en-route delays in 2016

Barcelona

LECB ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 9.9%

B: 7.7%

L: 5.8%

No significant

impact

+8.4% 0.49 0.23

Summer +8.7% 0.69 0.32 Yes 156 (+8%)


55


50. SPAIN - CANARIAS ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1141 1066 1221 1261 1274

Summer Traffic 715 688 746 736 819

Yearly Traffic 749 724 774 767 846



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

Enro

ute

De

lay

(min

ute

s p

er

flig

ht)

IFR

flig

hts

(D

aily

Ave

rage

)

GCCCACC - Traffic and en-route ATFM delays


Average en-route delay per flight slightly increased from 0.17 minutes per flight in Summer 2015 to 0.22 minutes per flight in Summer 2016.

74% of the delays were for the reason ATC Capacity and 22% for Weather.


Use of FUA Restrictions Yes Not FUA but EU restrictions

RNP Approach (Canary airports) Yes



Optimised sector configurations Yes

Review (increase in sector capacities) No

Maximum configuration: 10 (5 APP/4+1ENR) Yes 10 sectors (5 APP + 5 ENR)


The ACC capacity baseline was measured with ACCESS at 75. During the measured period, the peak 1 hour demand was 71 and the peak 3 hour demand was 64.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 GCCCRNE 179 56.2%

2016 GCCCINB 35 11.1%

2016 GCCCRC2 23 7.4%

2016 GCCCRE2 23 7.3%

2016 GCCCAAC 21 6.6%

2016 GCCCIGC 11 3.5%

0

100

200

300


Avg

daily d

ela

y

(min

)

Canarias ACC en-route delays in 2016

Canarias

GCCC ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 8.0%

B: 6.1%

L: 4.1%

No significant

impact

+10.3% 0.38 0.27

Summer +11.3% 0.22 0.27 No 75 (+10%)


56


51. SPAIN - MADRID ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2877 2794 2951 3062 3250

Summer Traffic 2677 2578 2720 2840 3019

Yearly Traffic 2500 2395 2514 2616 2777



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

Enro

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(min

ute

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ht)

IFR

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(D

aily

Ave

rage

)

LECMALL - Traffic and en-route ATFM delays


Average en-route delay per flight slightly increased from 0.11 minutes per flight in Summer 2015 to 0.14 minutes per flight in Summer 2016.

58% of the delays were for the reason ATC Capacity and 39% for the reason Other.


Use of FUA Restrictions Yes Not FUA but EU restrictions


LECM-LECB interface No

Safety nets (STCA) Yes


New sector configuration Santiago-Asturias Yes

Maximum configuration: 17/18 sectors Yes 17 sectors




YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LECMSAN 122 30.0%

2016 LEMDALL 60 14.7%

2016 BEGAS 59 14.5%

2016 LECMPAU 29 7.1%

2016 LECMDGU 24 5.8%

2016 LECMZGZ 17 4.2%

0

100

200

300


Av

g d

ail

y d

ela

y (m

in)

Madrid ACC en-route delays in 2016

Madrid

LECM ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 7.2%

B: 5.3%

L: 3.6%

No significant

impact

+6.2% 0.15 0.16

Summer +6.3% 0.14 0.20 No 213 (+5%)


57


52. SPAIN - PALMA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1527 1573 1651 1697 1802

Summer Traffic 1011 1009 1058 1084 1214

Yearly Traffic 682 674 695 721 804



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

1800

2000

Enro

ute

De

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(min

ute

s p

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IFR

flig

hts

(D

aily

Ave

rage

)

LECPACC - Traffic and en-route ATFM delays


Average En-route delay per flight increased from 0.23 minutes in Summer 2015 to 0.32 minutes per flight in Summer 2016.

99% of the delays were for the reason ATC Capacity.



Enhance Feeder 1 capacity Yes

Full implementation of SACTA CF2 version (Nov 2015) Yes

Safety nets (STCA) Yes


LEPA arrival capacity increase Yes

Maximum configuration: 8 (4 APP + 4 ENR) Yes 8 sectors


The ACC capacity baseline was measured with ACCESS at 101. During the measured period, the peak 1 hour demand was 103, the peak 3 hour demand was 93.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LECPMXX 171 88.6%

2016 LECPGMX 13 6.6%

2016 LECPGIX 6 3.2%

2016 LECPIXX 3 1.5%

0

100

200

300


Av

g d

ail

y d

ela

y (m

in)

Palma ACC en-route delays in 2016

Palma

LECP ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 10.5%

B: 8.4%

L: 6.1%

No significant

impact

+11.5% 0.24 0.17

Summer +12.0% 0.32 0.21 No 101 (+7%)


58


53. SPAIN - SEVILLA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1195 1190 1164 1237 1312

Summer Traffic 984 986 998 1015 1091

Yearly Traffic 894 879 901 909 972



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

Enro

ute

De

lay

(min

ute

s p

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IFR

flig

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(D

aily

Ave

rage

)

LECSACC - Traffic and en-route ATFM delays


Average En-route delay increased from 0.05 min/flight in Summer 2015 to 0.13 min/flight in Summer 2016.

90% of the delays were for the reason ATC Capacity.


Use of FUA Restrictions Yes Not FUA but EU Restrictions


Northern Sector Splitting Yes



Maximum configuration: 7/8 (5/6 ACC+2 APP) Yes 8 sectors




YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LECSCEN 32 34.7%

2016 LECSMA4 23 25.1%

2016 LECSNO1 16 17.2%

2016 LECSSEV 8 8.5%

2016 LECSNCS 5 5.1%

2016 LECSCES 4 4.1%

0

50

100


Av

g d

ail

y d

ela

y (m

in)

Seville ACC en-route delays in 2016

Sevilla

LECS

ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 7.8%

B: 5.6%

L: 3.6%

No sig. impact

+6.9% 0.09 0.12

Summer +7.5% 0.13 0.16 No 91 (+2%)


59


54. SWEDEN - MALMO ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1698 1713 1729 1742 1758

Summer Traffic 1451 1488 1505 1517 1539

Yearly Traffic 1359 1377 1386 1401 1425



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

1800

2000

Enro

ute

De

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(min

ute

s p

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IFR

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(D

aily

Ave

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)

ESMMACC - Traffic and en-route ATFM delays


The average en-route delay per flight increased from zero in Summer 2015 to 0.07 minutes per flight in Summer 2016.

96% of the delays were for the reason Equipment (ATC).


Possible alignment with FRA within NEFAB Yes

Final completion May 2017 together with full NEFRA implementation




Vertical split of sector 2 (at 355) Yes

OLDI extension to field 15 FPL Yes

Finalised with Copenhagen and Oslo, ongoing for other neighbouring ACCs


Training for 3 to 2 sector groups controller ratings Yes



Maximum configuration: 12 (2 sector groups) Yes 4E + 4W +2L, sufficient to meet traffic demand.


The ACC capacity baseline was estimated to be at the same level as in Summer 2015. During the measured period, the average peak 1 hour demand was 121 and the average peak 3 hour demand was 110.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 ESMMACCWT 21 37.8%

2016 ESMMACCET 8 14.3%

2016 ESMMKL 6 10.0%

2016 ESMM23W 4 7.2%

2016 ESMMW 3 5.8%

2016 ESMML 3 5.1%

0

20

40

60


Av

g d

ail

y d

ela

y (m

in)

Malmo ACC en-route delays in 2016

Malmo

ESMM ACC

Traffic Evolution

(2016 v 2015)


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.4%

B: 2.0%

L: 0.7%

No sig. impact

+1.7% 0.04 0.07

Summer +1.5% 0.07 0.10 No 124 (0%)


60


55. SWEDEN - STOCKHOLM ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1428 1451 1426 1422 1436

Summer Traffic 1090 1113 1119 1124 1140

Yearly Traffic 1062 1069 1078 1077 1104



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

Enro

ute

De

lay

(min

ute

s p

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IFR

flig

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(D

aily

Ave

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)

ESOSACC - Traffic and en-route ATFM delays



82% of the delays were for the reason Equipment (ATC) and 16% for Weather.


Possible alignment with FRA within NEFAB Yes Final completion May 2017 together with full NEFRA implementation


Airport CDM at ESSA (Jan 2016) No Expected by 2017




Training for 3 to 2 sector groups controller ratings Yes Completed



Maximum configuration: 6 (N) + 5 (S) Yes 10 sectors (2 (M) + 2(N) + 4 (S)), sufficient to meet traffic demand


The ACC capacity baseline was estimated to be at the same level as in Summer 2015. During the measured period, the average peak 1 hour demand was 88 and the average peak 3 hour demand was 79.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 ESSATMA 16 20.0%

2016 ESOS2 15 19.0%

2016 ESOS3 15 18.4%

2016 ESOS6 11 14.3%

2016 ESOS7 8 9.4%

2016 ESOS4 4 5.2%

0

20

40

60

80


Av

g d

ail

y d

ela

y (m

in)

Stockholm ACC en-route delays in 2016

Stockholm

ESOS ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.3%

B: 2.0%

L: 0.9%

No significant

impact

+2.5% 0.07 0.02

Summer +1.4% 0.12 0.03 No 112 (0%)


61


56. SWITZERLAND - GENEVA ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2072 2050 2145 2154 2173

Summer Traffic 1848 1837 1876 1890 1937

Yearly Traffic 1654 1627 1654 1676 1710



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

Enro

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De

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(min

ute

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IFR

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(D

aily

Ave

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)

LSAGACC - Traffic and en-route ATFM delays


The average en-route delay per flight increased from 0.09 minutes per flight in summer 2015 to 0.12 minutes per flight in summer 2016.

43% of delays were for the reason ATC Staffing, 29% for ATC Capacity, and 24% for weather.


FABEC FRA Step 1 : WE and WD DCTs Yes


Crystal – Traffic and complexity prediction tool Yes “What if” still to be implemented Jan 2017

Cross qualification of ATCOs (Upper/Lower) Yes

Recruitment as necessary to maintain the staffing levels Yes

Stripless step 4 (New Lower – Upgrade Upper) Yes

Virtual centre Yes Concept elaborated

Maximum configuration: 8/9 sectors (5/6 + 2/3) Yes 6 + 3


The capacity baseline was measured using ACCESS at 154, which represents the capacity delivered during the Summer season in the ACC. During the measured period, the peak 1 hour demand was 144, and the peak 3 hour demand was 136.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LSAGSE 24 16.0%

2016 LSAGL12 17 11.6%

2016 LSAGL34 17 11.4%

2016 LSAGL56 16 10.7%

2016 LSAGL4 16 10.5%

2016 LSAGL5 12 8.3%

0

20

40

60

80


Avg

dail

y d

ela

y

(min

)

Geneva ACC en-route delays in 2016

Geneva

LSAG ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.4%

B: 1.8%

L: -0.5%

No significant

impact

+2.0% 0.09 0.19

Summer +2.5% 0.12 0.28 No 154 (0%)


62


57. SWITZERLAND - ZURICH ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2504 2485 2499 2508 2573

Summer Traffic 2249 2211 2241 2249 2309

Yearly Traffic 2031 1975 1984 2004 2039



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

Enro

ute

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(min

ute

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IFR

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(D

aily

Ave

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)

LSAZACC - Traffic and en-route ATFM delays


The average en-route delay per flight slightly decreased from 0.11 minutes per flight in Summer 2015 to 0.10 minutes per flight in Summer 2016.

72% of delays were for the reason ATC Capacity, 21% for Weather, and 5% for ATC Staffing.


FABEC FRA Step 1 : WE and WD DCTs Yes

LSZH iLVP Yes 25% increase in capacity at LSZH during LVP


Crystal – Traffic and complexity prediction tool Yes

Harmonisation Release / Upper Airspace Harmonisation and Optimisation (UHO)

No Planned March 2017

Recruitment as necessary to maintain the staffing levels Yes

Stripless step 4 Yes

Virtual centre Yes

Maximum configuration: 9 sectors Yes 9 sectors opened (4 + 5)


The capacity baseline was measured using ACCESS at 178. During the period June/July, the peak 1 hour demand was 173, and the peak 3 hour demand was 163.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 LSZHTMA 50 30.8%

2016 LSAZM4 35 21.6%

2016 LSZBTA 32 19.9%

2016 LSAZM123 22 13.5%

2016 LSAZM5 16 9.8%

2016 LSAZM56 2 1.3%

0

50

100

150


Av

g d

ail

y d

ela

y (m

in)

Zurich ACC en-route delays in 2016

Zurich

LSAZ ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.5%

B: 1.0%

L: -0.7%

+9%

+1.7% 0.08 0.18

Summer +2.7% 0.10 0.29 No 178 (+1%)


63


58. TURKEY - ANKARA /ISTANBUL ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 2445 2587 2993 3370 4377

Summer Traffic 2193 2312 2626 2893 3842

Yearly Traffic 1928 2037 2302 2574 3443



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

Enro

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(min

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(D

aily

Ave

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)

LTAAACC - Traffic and en-route ATFM delays


*Increase linked to the new area of responsibility of Ankara ACC Average En-route delay per flight in Ankara ACC decreased from 0.22 minutes per flight in Summer 2015 to zero minutes per flight during the same period in 2016.


Improved civil/military coordination Yes

AMAN/DMAN at LTBA Partially AMAN implemented

Airport CDM at LTBA Partially


ATS route structure development Yes

Additional controllers (45 per year for en-route) Yes

Capacity Assessment of new sectorisation On-going

Maximum configuration: 25 sectors Yes 17 sectors opened, sufficient for the traffic demand


The capacity baseline of 208 was calculated with ACCESS for the new area of responsibility of Ankara ACC. During the same period, the average peak 1 hour demand was 210 and the peak 3 hour demand was 197.

Ankara

LTAA ACC


Capacity gap?



Actual Traffic All reasons ACC

Reference Value Current

Routes Shortest Routes

Year H: 3.7%

B: 2.1%

L: 0.7%

No sig. impact

+33.8% 0.00 0.16

Summer +32.8% 0.00 0.23 No 208 (N/A)


64


59. UKRAINE - DNIPROPETROVSK ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 703 645 476 72 73

Summer Traffic 522 540 200 49 55

Yearly Traffic 446 467 233 43 48



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

300

400

500

600

700

800

Enro

ute

De

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(min

ute

s p

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IFR

flig

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(D

aily

Ave

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)

UKDVACC - Traffic and en-route ATFM delays


Average En-route ATFM delay remained at zero, as in Summer 2015.


Free Route Airspace Implementation Yes Except of UTA Dnipropetrovs’k-South

Advanced Flexible Use of Airspace related objectives (LSSIP AOM19.1, AOM 19.2, AOM 19.3)

No Full operational capability is expected in 2021

Implementation of enhanced tactical flow management services (LSSIP FCM01) and collaborative flight planning (LSSIP FCM03)

No

FCM03 will be implemented after LSSIP COM 10 “Migrate from AFTN to AMHS” is completed

FCM01 is partially implemented

Sector configurations management, ATFCM measures development Yes




Dnipro-petrovsk

UKDV ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 0.4%

B: -3.9%

L: -5.8%

No significant

impact

+11.6% 0.00 0.01

Summer +12.2% 0.00 0.01 No 54 (0%)


65


60. UKRAINE - KYIV ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 1099 1004 945 603 533

Summer Traffic 754 783 604 496 386

Yearly Traffic 650 666 544 410 332



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

Enro

ute

De

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(min

ute

s p

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IFR

flig

hts

(D

aily

Ave

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)

UKBVACC - Traffic and en-route ATFM delays




Free Route Airspace Implementation Yes During night period only



Implementation of collaborative flight planning (LSSIP FCM03) No FCM03 will be implemented after LSSIP COM 10 “Migrate from AFTN to AMHS” is completed





Kyiv

UKBV ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: -5.7%

B: -8.2%

L: -10.6%

+25%

-19.0% 0.00 0.01

Summer -22.2% 0.00 0.01 No 73 (0%)


66


61. UKRAINE - L’VIV ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 757 796 697 411 405

Summer Traffic 554 574 379 289 315

Yearly Traffic 488 503 364 240 260



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

300

400

500

600

700

800

900

Enro

ute

De

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(min

ute

s p

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flig

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IFR

flig

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(D

aily

Ave

rage

)

UKLVACC - Traffic and en-route ATFM delays




Free Route Airspace Implementation Yes During night period only



Implementation of enhanced tactical flow management services (LSSIP FCM01) and collaborative flight planning (LSSIP FCM03)

No

FCM03 will be implemented after LSSIP COM 10 “Migrate from AFTN to AMHS” is completed

FCM01 is expected to be implemented in 2017

Installation of new ATM system Yes




The ACC capacity baseline was estimated at 72, the same level as last year. The peak 1 hour demand was 27 flights, and the peak 3 hour demand was 23 flights.

L’viv

UKLV ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.0%

B: 0.9%

L: -3.6%

+8%

+8.3% 0.00 0.01

Summer +9.0% 0.00 0.01 No 72 (0%)


67


62. UKRAINE - ODESA ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 480 543 556 413 382

Summer Traffic 332 387 361 315 243

Yearly Traffic 272 302 287 245 198



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

300

400

500

600

Enro

ute

De

lay

(min

ute

s p

er

flig

ht)

IFR

flig

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(D

aily

Ave

rage

)

UKOVACC - Traffic and en-route ATFM delays




Free Route Airspace Implementation Yes Except of UTA Odesa-South



Implementation of collaborative flight planning (LSSIP FCM03) No FCM03 will be implemented after LSSIP COM 10 “Migrate from AFTN to AMHS” is completed




The ACC capacity baseline was estimated at 61, the same level as last year. During the measured period, the peak 1 hour demand was 19 flights and the the peak 3 hour demand was 15 flights.

Odesa

UKOV ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: -5.0%

B: -7.0%

L: -9.5%

+35%

-19.2% 0.00 0.01

Summer -22.9% 0.00 0.01 No 61 (0%)


68


63. UNITED KINGDOM - LONDON ACC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 6028 6040 6206 6300 6617

Summer Traffic 5426 5534 5655 5784 6076

Yearly Traffic 4894 4927 5033 5172 5411



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

1000

2000

3000

4000

5000

6000

7000

Enro

ute

De

lay

(min

ute

s p

er

flig

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IFR

flig

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(D

aily

Ave

rage

)

EGTTACC - Traffic and en-route ATFM delays


Average En-route delay per flight slightly increased from 0.09 minutes per flight in Summer 2015 to 0.11 minutes per flight in Summer 2016 (May to October inclusive). 47% of the delays were for the reason Weather, 42% for ATC capacity, 8% for other, 1% for the reason airspace management and 1% for ATC Staffing.


TMA transition sectors enhancement – RNP development No Planned for 2017



Implementation of LAMP 1A Yes

R-LAT (Nov 2015) Yes

CPDLC Yes

Developing Queue Management programme Yes

Maintain progress to 18000ft TA No

Flexible use of existing staff (including cross-sector training) more closely related to sector demand Yes

On-going recruitment to maintain agreed business service levels Yes

Complexity reduction and improved traffic presentation between sectors / ANSPs Yes

Traffic Management Improvements Yes

Adaptation of sector configurations to demand Yes



The capacity of 433 was calculated with ACCESS. During the period June/July, the peak hour demand was 438, the peak 3 hour demand was 392.

Allocation of and Reasons for En-route Delay Year

Reference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EGTT15DVR 55 12.9%

2016 EGTT02LUE 42 9.9%

2016 EGTTNOR 33 7.7%

2016 EGTT17LYD 26 6.1%

2016 EGTT14CLW 25 5.8%

2016 EGTTDTS 21 4.9%

0

50

100

150

200


Av

g d

ail

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ela

y (m

in)

London ACC en-route delays in 2016

London

EGTT ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 3.7%

B: 2.7%

L: 1.7%

No significant

impact

+4.6% 0.08 0.19

Summer +5.0% 0.11 0.26 No 433 (+2%)


69


64. UNITED KINGDOM - LONDON TC Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 4059 4071 4198 4319 4563

Summer Traffic 3663 3714 3819 3935 4109

Yearly Traffic 3386 3408 3511 3626 3767



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

Enro

ute

De

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(min

ute

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IFR

flig

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(D

aily

Ave

rage

)

EGTTTC - Traffic and en-route ATFM delays



41% of the delays were for the reason Weather, 29% of the delays were for the reason ATC Staffing, 28% for ATC Capacity and 2% for Equipment.



Implementation of LAMP 1A Yes



Flexible use of existing staff Yes





Maximum configuration: 44 (27 ENR + 17 APP) Yes


The ACC capacity baseline was measured with ACCESS at 286. During the period June/July, the peak hour demand was 297, the peak 3 hour demand was 267.

NB: Increased Capacity delays in 2016 were due to the introduction of LAMP 1A Airspace Development.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EGTTRED 110 15.5%

2016 EGTTSAB 92 12.9%

2016 EGTTSAJ 91 12.8%

2016 EGTTLOR 60 8.4%

2016 EGTTJAC 52 7.3%

2016 EGTTGJT 40 5.6%

0

100

200

300


Av

g d

ail

y d

ela

y (m

in)

London TMA TC en-route delays in 2016

London

EGTT TC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.9%

B: 2.0%

L: 1.0%

No significant

impact

+3.9% 0.19 0.11

Summer +4.4% 0.22 0.11 No 286 (0%)


70


65. UNITED KINGDOM - PRESTWICK ACC

Traffic & Delay

2012 2013 2014 2015 2016

Peak Day Traffic 3080 3205 3079 3169 3353

Summer Traffic 2621 2682 2657 2700 2893

Yearly Traffic 2381 2398 2400 2441 2603



0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

3000

3500

4000

Enro

ute

De

lay

(min

ute

s p

er

flig

ht)

IFR

flig

hts

(D

aily

Ave

rage

)

EGPXACC - Traffic and en-route ATFM delays


The delay per flight increased from 0.02 minutes per flight in summer 2015 to 0.51 minutes per flight during the same period in 2016.

43% of the delays were due to Special Events, 22% to ATC capacity, 20% to ATC staffing, 13% due to weather, 2% due to other and 1% due to airspace management.

The increased delay in 2016 was directly associated with the introduction of iTEC FDP system. The system is now fully operational and normal operations resumed.



R-LAT (Nov 2015) Yes


CPDLC Yes



Flexible use of existing staff Yes


iTEC / Common work station Yes




Maximum configuration: 27 sectors Yes 22 sectors normal operation


The capacity baseline of 203 was measured with ACCESS. During the period June/July, the peak 1 hour demand was 220, the peak 3 hour demand was 197.


YearReference

Location

Avg Daily

ER Delays

% of Total ACC

ER Delay

2016 EGPXDCS 178 22.6%

2016 EGPXXTLA 106 13.5%

2016 EGPXTYH 97 12.3%

2016 EGPXMOC 76 9.6%

2016 EGPXRAC 69 8.8%

2016 EGCCIMW 41 5.2%

0

100

200

300

400


Avg

daily d

ela

y

(min

)

Prestwick ACC en-route delays in 2016

Prestwick

EGPX ACC


Capacity gap?



Actual Traffic



Shortest Routes

Year H: 2.9%

B: 1.9%

L: 0.9%

No significant

impact

+6.6% 0.30 0.12

Summer +7.1% 0.51 0.18 No 203 (-10%)


March 2017 2016 NOR ANNEX


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