Annual Monitoring Report 2021 - Norway
Contextual information
National performance plan adopted following ESA Decision 069/22/COL of 6 April 2022
List of ACCs 3
Bodo ACC
Oslo ACC
Stavanger ACC
No of airports in the scope of the performance plan
≥80’K 2
<80’K 2
Exchange rate (1 EUR=)
2017: 9.32776 NOK
2021: 10.1591 NOK
Share of Union-wide traffic (TSUs) 2021 2.2%
Share of Union-wide en route costs 2021 2.0%
Share en route / terminal costs 2021 73% / 27%
En route charging zone(s)
Norway
Terminal charging zone(s)
Norway
Main ANSP
• Avinor Flysikring AS (Avinor ANS)
Other ANSPs
• Avinor AS
• Saerco (Kjevik ANSP)
MET Providers
• The Norwegian Meteorological Institute (MET)
Traffic (En route traffic zone)
▪ Norway recorded 374K actual IFR movements in 2021, +8.6% compared to 2020 (344K).
▪ Actual 2021 IFR movements were +1.0% above the plan (370K).
▪ Actual 2021 IFR movements represent 63% of the actual 2019 level (591K).
▪ Norway recorded 1,445K actual en route service units in 2021, +18% compared to 2020 (1,230K).
▪ Actual 2021 service units were +2.8% above the plan (1,407K).
▪ Actual 2021 service units represent 59% of the actual 2019 level (2,437K).
Safety (Main ANSP)
▪ Avinor ANS continued demonstrating good safety performance and maintained the safety levels achieved in 2020, remaining at the EoSM target levels. Avinor ANS undertook significant initiatives in the area of performance monitoring and safety culture to ensure continuous improvement of safety management function.
▪ Norway recorded an increase in the rate of runway incursions but a decrease of the rate of separation minima infringements in 2021 relative to 2020. Both rates are higher than the respective Union-wide average rate. Of the airports with more than 80,000 movements, Gardermoen has the second highest rate of RIs at 6.4 per 100,000 movements. Avinor ANS should consider looking into the reasons contributing to this rate and take appropriate mitigating actions, if necessary.
▪ Avinor ANS should improve its safety management by implementing automated safety data recording systems.
Environment (Member State)
▪ Norway achieved a KEA performance of 1.34% compared to its target of 1.55% and contributed positively towards achieving the Union-wide target. KEA improved by 12% compared to 2020.
▪ Norway further improved KEP and SCR values, which are now similar to each other meaning airlines plan efficient routes.
▪ The share of CDO flights improved by two percentage points from 2020 and is currently at 70%.
▪ Additional time in terminal airspace was reduced by 17% in comparison to 2020, while additional taxi out time increased by 7%.
Capacity (Member State)
▪ Norway registered near zero minutes of average en route ATFM delay per flight during 2021, thus meeting the local breakdown value of 0.06.
▪ En route ATFM delays in Norway were also near zero on average during the past years.
▪ Traffic is expected to grow, with 2019 levels likely being reached in 2023 in high growth scenario but expected to remain below 2019 levels in base growth scenarios. A slight increase in the number of ATCOs in OPS is planned in Bodo ACC with a more significant increase in Oslo and Stavanger ACCs by the end of RP3.
▪ The share of delayed flights with delays longer than 15 minutes in Norway decreased by 17.89 percentage points compared to 2020 and was lower than 2019 values.
▪ The yearly total of sector opening hours in Bodo ACC was 22,463, showing a 15.1% decrease compared to 2020. Sector opening hours are 34.3% below 2019 levels. The yearly total of sector opening hours in Oslo ACC was 13,913, showing a 10.9% decrease compared to 2020. Sector opening hours are 49.6% below 2019 levels. The yearly total of sector opening hours in Stavanger ACC was 13,443, showing a 3.8% decrease compared to 2020. Sector opening hours are 35.7% below 2019 levels.
▪ Bodo ACC registered 7.19 IFR movements per one sector opening hour in 2021, being 19.1% above 2019 levels.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2020/2021 actual unit cost of Norway was 83.07€2017, -1.8% lower than the determined unit cost (84.59€2017). The terminal actual unit cost was 305.85€2017, +1.2% higher than the determined unit cost (302.34€2017).
▪ The en route 2021 actual service units (1,445K) were +2.8% higher than determined (1,407K).
▪ In 2021, actual total costs were -0.8M€2017 (-0.7%) lower compared to determined costs. The reduction was mainly driven by -1.0M€2017 lower staff costs (-1.4%), and -0.8M€2017 lower depreciation costs (-5.9%) mainly due the decommissioning of radar components.
▪ Avinor ANS spent 20.6M€2017 in 2021 related to costs of investments, +1.9% higher than the determined (20.3M€2017), caused by a higher net book value than planned, specifically due to the increase of investment in a new ATM-system.
▪ The en route actual unit cost incurred by users in 2020/2021 was 48.11€, while the terminal actual unit cost incurred by users was 159.82€.