Annual Monitoring Report 2023 - 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
2023: 11.4099 NOK
Share of Union-wide traffic (TSUs) 2023 1.9%
Share of Union-wide en route costs 2023 1.9%
Share en route / terminal costs 2023 72% / 28%
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 547K actual IFR movements in 2023, +4% compared to 2022 (525K).
▪ Actual 2023 IFR movements were +0.7% above the plan (542K).
▪ Actual 2023 IFR movements represent 92% of the actual 2019 level (591K).
▪ Norway recorded 2,329K actual en route service units in 2023, +12% compared to 2022 (2,071K).
▪ Actual 2023 service units were +0.5% above the plan (2,316K).
▪ Actual 2023 service units represent 96% of the actual 2019 level (2,437K).
Safety (Main ANSP)
▪ Avinor ANS failed to maintain the previously achieved targets and degraded its performance over 2022 on safety risk management and in 2023 on safety promotion. Currently, Avinor ANS achieved RP3 EoSM targets for three management objectives while being behind the planned maturity level for safety promotion. Avinor ANS established a corrective action plan which the NSA considers could ensure they meet the RP3 target levels in 2024.
▪ Norway recorded a significant improvement with respect to safety occurrences with a decrease in the rate of runway incursions and rate of separation minima infringements.
▪ Avinor ANS do not use automated safety data recording systems.
Environment (Member State)
▪ Norway achieved a KEA performance of 1.29% compared to its target of 1.55% and contributed positively towards achieving the Union-wide target.
▪ Both KEP and SCR improved in comparison with 2022 and had similar values, meaning airlines planned the most efficient routes available.
▪ The share of CDO flights increased marginally from 69.63% to 69.65% in 2023.
▪ During 2023, additional time in terminal airspace increased from 0.68 to 0.93 min/flight, while additional taxi out time increased from 3.26 to 3.79 min/flight.
▪ Airport data for Bergen airport was not reported for 2023 despite being subject to monitoring as per the Regulation.
Capacity (Member State)
▪ Norway registered 0.03 minutes of average en route ATFM delay per flight during 2023, thus achieving the local target value of 0.11. Delays in Norway increased by 0.03 minutes per flight year-on-year.
▪ Delays were highest during March, July and August, mainly due to ATC capacity and radar system failure.
▪ The share of delayed flights with delays longer than 15 minutes in Norway decreased by 2 percentage points compared to 2022 and was lower than 2019 values.
▪ The average number of IFR movements was 7% below 2019 levels in Norway in 2023.
▪ The number of ATCOs in OPS is expected to increase by 27% by 2024, with the actual value being below the 2023 plan in Bodo by 8 FTEs. The number of ATCOs in OPS is expected to increase by 1% by 2024, with the actual value being below the 2023 plan in Oslo by 8 FTEs. The number of ATCOs in OPS is expected to increase by 7% by 2024, with the actual value meeting the 2023 plan in Stavanger FTEs.
▪ The yearly total of sector opening hours in Bodo ACC was 24,686, showing a 3.5% increase compared to 2022. Sector opening hours are 27.8% below 2019 levels.
▪ Bodo ACC registered 7.33 IFR movements per one sector opening hour in 2023, being 22.1% above 2019 levels.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2023 actual unit cost of Norway was 49.37€2017, -5.2% lower than the determined unit cost (52.10€2017). The terminal 2023 actual unit cost was 198.06€2017, +14% higher than the determined unit cost (173.37€2017).
▪ The en route 2023 actual service units (2.33M) were slightly higher (+0.5%) than the determined service units (2.32M).
▪ The en route 2023 actual total costs were -5.7M€2017 (-4.7%) lower than determined. This reduction was largely driven by lower staff costs (-8.7M€2017, or -11%). According to the NSA, the lower staff costs were due to wage growth that did not meet expectations and an increase in project activity. With more project activity than determined, costs related to these projects, such as the time staff dedicated to developing new assets, were reclassified from staff costs to capital costs.
▪ Avinor ANS spent 27M€2017 in 2023 related to costs of investments for both en route and terminal charging zones, -11% lower than determined (31M€2017). This reduction was attributed to the reduction in actual depreciation costs compared to determined figures (-4.9M€2017, or -35%), owing to the postponement of the new ATM system and a smaller than anticipated impact from leases.
▪ The en route actual unit cost incurred by users in 2023 was 50.16€ (+7.1% above the 2023 DUC), while the terminal actual unit cost incurred by users was 173.41€ (+10% above the 2023 DUC). The difference between the AUCU and the DUC in terminal charging zone is primarily attributed to the inflation mechanism (+3.1M€).
▪ The en route regulatory result for Avinor amounted to +12M€, or 11% of the 2023 revenue. This may indicate that the airspace users are charged for costs which have not materialised in 2023. The PRB will take into consideration the implementation of the RP3 performance plan when assessing the RP4 cost-efficiency targets.