PRB monitoring
▪ Sweden achieved a KEA performance of 1.04%, matching its target, and contributing positively towards achieving the Union-wide target. KEA worsened by 0.01 p.p. compared to 2020.
▪ The NSA states that in Sweden the airspace is not closed off when the armed forces are shelling training sectors, but the oppor-tunity exists to coordinate flights for fly-through (with some exceptions).
▪ Both SCR and KEP worsened compared to last year, but remain lower than pre-pandemic levels.
▪ The share of CDO flights remained constant over the past five years.
▪ Additional time in terminal airspace and additional taxi out time further improved in 2021 by 48% and 28% respectively.
AXOT
The additional taxi-out times at Stockholm decreased once again (ESSA; 2019: 2.05 min/dep.; 2020: 1.3 min/dep.; 2021: 0.94 min/dep.)
This indicator is significantly affected by the de-icing procedures so it reached almost 2 min/dep in the months of January and December.
According to the Swedish monitoring report: *The A-CDM process is active at Stockholm Arlanda airport and is the main tool to control and limit the actual taxitimes for departures. All the stands have individual VTT (Variable Taxi Time) to the different runways and we also make a difference between aircraft turbulence category, as statistics show that heavy aircraft have tendency to taxi slower. The taxitimes (VTT) are monitored on a daily basis and can be modified based on seasonal changes or any other change in the infrastructure at the maneuvering area.
For arrivals, Swedavia have together with Eurocontrol initiated a project (ECRA) in order to get better control over the departure times from domestic airports. This project will lead to better predictability of the ELDT/EIBT (Estimated Landing Time/ Estimated in Block Time) at Stockholm Arlanda, enabling ramp management to plan the stand allocation in the most optimal way. This will avoid excessive waiting time for arrival aircraft at taxiway or apron.
ASMA
The additional time in the terminal area at Stockholm Arlanda was low and very stable around 1.2 min/arr during RP2. The traffic reduction led to an improvement in performance in 2020 and even further in 2021 (ESSA; 2019: 1.15 min/arr.; 2020: 0.83 min/arr.; 2021: 0.43 min/arr.)
Additional times were zero or nearly zero from May to August, rising at the end of the year to reach 1.02 min/arr. in December.
Share of arrivals applying continuous descent operations (CDOs) (PI#5)
The share of CDO flights at Stockholm (ESSA) increased from 42.5% to 44.1% in 2021 which is above the overall RP3 value in 2021 (30.5%).
From June to September, the monthly values were above 47%.
| Airport level |
| Airport Name |
Additional taxi-out time (PI#3)
|
Additional ASMA time (PI#4)
|
Share of arrivals applying CDO (PI#5)
|
| 2020 |
2021 |
2022 |
2023 |
2024 |
2020 |
2021 |
2022 |
2023 |
2024 |
2020 |
2021 |
2022 |
2023 |
2024 |
| Stockholm/Arlanda |
1.30 |
0.94 |
NA |
NA |
NA |
0.83 |
0.43 |
NA |
NA |
NA |
NA |
44% |
NA |
NA |
NA |
Update on Military dimension of the plan
FUA has been implemented in Sweden since 1978, before the concept was defined on European level and the benefit is already achieved, therefore its limitations to environmental factors are small.
Sweden has implemented extended FUA to the extent that it doesn’t limit the capacity.
Military - related measures implemented or planned to improve capacity
No data available
Initiatives implemented or planned to improve PI#6
During the ASM level 1 meeting, which is held 5-6 times a year, various airspace issues are discussed regularly. Prior to each meeting, LFV level 2 writes a special report to level 1 with follow-up of certain issues, including the number of allocated hours of airspace blocks with a comparison of hours then used. Various problems and measures are discussed when so is deemed necessary by level1, level2 and level3.
Initiatives implemented or planned to improve PI#7
No data available
Initiatives implemented or planned to improve PI#8
No data available