Annual Monitoring Report 2022 - Sweden
Contextual information
National performance plan adopted following Commission Decision (EU) 2022/2423 of 5 December 2022
List of ACCs 2
Malmo ACC
Stockholm ACC
No of airports in the scope of the performance plan
≥80’K 1
<80’K 0
Exchange rate (1 EUR=)
2017: 9.63311 SEK
2022: 10.6237 SEK
Share of Union-wide traffic (TSUs) 2022 2.3%
Share of Union-wide en route costs 2022 3.7%
Share en route / terminal costs 2022 93% / 7%
En route charging zone(s)
Sweden
Terminal charging zone(s)
Sweden
Main ANSP
• LFV
Other ANSPs
• SDATS
• ACR
• ARV - Arvidsjaur
• Swedavia
MET Providers
• SMHI
Traffic (En route traffic zone)
▪ Sweden recorded 585K actual IFR movements in 2022, +54% compared to 2021 (380K).
▪ Actual 2022 IFR movements were -6.6% below the plan (626K).
▪ Actual 2022 IFR movements represent 71% of the actual 2019 level (823K).
▪ Sweden recorded 2,472K actual en route service units in 2022, +38% compared to 2021 (1,795K).
▪ Actual 2022 service units were -9.3% below the plan (2,724K).
▪ Actual 2022 service units represent 65% of the actual 2019 level (3,820K).
Safety (Main ANSP)
▪ LFV achieved the RP3 EoSM targets already in 2021 and has achieved the targets since then.
▪ Although improvements were implemented, none of the other ANSPs achieved the RP3 targets. SDATS and ARV – Arvidsjaur are required to improve in only one area, while ACR is required to improve in two areas. The ANSPs have put in place actions necessary to achieve the targets by the end of RP3.
▪ Sweden recorded stable performance with respect to safety occurrences, with similar rates of separation minima infringements and runway incursions relative to 2021. The rate for runway incursions remains above the Union-wide average. The NSA declared that they were unable to separately identify the occurrences with safety impact only.
▪ LFV could improve its safety management by implementing automated safety data recording systems.
Environment (Member State)
▪ Sweden achieved a KEA performance of 1.70% compared to its target of 1.05% and did not contribute positively towards achieving the Union-wide target. KEA worsened by 0.66 p.p. compared to 2021.
▪ The NSA states that KEA worsened due to the traffic avoiding Russian airspace (including Kaliningrad), which is causing extended trajectories.
▪ Both SCR and KEP worsened compared to 2021 and were at the highest values in the past five years.
▪ The share of CDO flights increased by 9.52% compared to 2021.
▪ During 2022, additional time in terminal airspace increased from 0.43 to 0.60 min/flight, while additional taxi out time increased from 0.94 to 1.52 min/flight.
Capacity (Member State)
▪ Sweden registered 0.04 minutes of average en route ATFM delay per flight during 2022, thus achieving the local target value of 0.07.
▪ The average number of IFR movements was still 29% below 2019 levels in Sweden in 2022.
▪ An increase in the number of ATCOs in OPS is expected in both ACCs by the end of RP3. The actual 2022 values remain lower than the 2022 plan in both ACCs, due to fewer-than-planned ATCO students passing their on-the-job training.
▪ Delays were highest in June and July, mostly due to ATC Capacity reasons.
▪ The share of delayed flights with delays longer than 15 minutes in Sweden increased by 29.63 p.p. compared to 2021 and was lower than 2019 values.
▪ The yearly total of sector opening hours in Stockholm ACC was 29,123 in 2022, showing an 18.8% increase compared to 2021. Sector opening hours are 34.2% below 2019 levels. The yearly total of sector opening hours in Malmo ACC was 52,565 in 2022, showing a 17.8% increase compared to 2021. Sector opening hours are 8.6% below 2019 levels.
▪ Stockholm ACC registered 9.74 IFR movements per one sector opening hour in 2022, being 5.1% over 2019 levels. Malmo ACC registered 7.94 IFR movements per one sector opening hour in 2022, being 21.1% below 2019 levels.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2022 actual unit cost of Sweden was 89.61 €2017, 11% higher than the determined unit cost (80.42 €2017). The terminal 2022 actual unit cost was 166.24 €2017, 7.0% lower than the determined unit cost (178.80 €2017).
▪ The en route 2022 actual service units (2,472K) were 9.3% lower than the determined service units (2,724K).
▪ The en route 2022 actual total costs were slightly higher than determined (+2.5 M€2017, or +1.1%). The decrease in staff cost due to lower pension costs (-8.9 M€2017, or -6.6%) was partly offset by increases in all of the other cost categories.
▪ The NSA explained that the significant increase in cost of capital (+5.0 M€2017, or +59%) was due to higher inflation rates than planned increasing the valuation of the pension debt.
▪ LFV spent 27 M€2017 in 2022 related to costs of investments, 30% higher than determined (21 M€2017). The NSA explained that it was mainly due to a write-down of the investment project TopSky and a higher than planned value of pension debts that was used to finance investments.
▪ These significant differences in investment costs amount to 5.5 M€ in nominal terms, which Sweden intended to charge to airspace users through the cost sharing mechanism. The PRB invites the NSA to investigate the eligibility of such costs and to ensure proper consultation with airspace users on this topic.
▪ The en route actual unit cost incurred by users in 2022 was 84.22€, while the terminal actual unit cost incurred by users was 180.34€.