Annual Monitoring Report 2024 - 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
2024: 11.6192 NOK
Share of Union-wide traffic (TSUs) 2024 1.9%
Share of Union-wide en route costs 2024 1.9%
Share en route / terminal costs 2024 71% / 29%
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 549K actual IFR movements in 2024, +0.4% compared to 2023 (591K).
▪ Actual 2024 IFR movements were -5.2% below the plan (579K).
▪ Actual 2024 IFR movements represent 93% of the actual 2019 level (591K).
▪ Norway recorded 2,477K actual service units in 2024, +6.4% compared to 2023 (2,329K).
▪ Actual 2024 service units were +0.2% above the plan (2,472K).
▪ Actual 2024 service units are +1.6% above the actual 2019 level (2,437K).
Safety (Main ANSP)
▪ Avinor started RP3 achieving the RP3 targets, but since 2022 the performance has degraded and Avinor did not meet the RP3 targets in 2024 on three out of five Management Objectives, including on Safety Risk Management.
▪ The rate of Runway Incursions increased marginally between 2023 and 2024, while the rate of SMIs showed a larger increase exceeding the Union-wide average.
▪ Norway should ensure that the ANSP implements, in a timely and cost-efficient manner, the necessary additional measures such as enhanced processes, improved allocation of resources, targeted training, and systematic reviews. Without such actions, the achievement of the RP4 targets could be jeopardised.
Environment (Member State)
▪ Norway achieved a KEA performance of 1.33% compared to its target of 1.55% and contributed positively towards achieving the Union-wide target.
▪ Both KEP and SCR remained stable in comparison with 2023 and had similar values, meaning airlines planned close to the most efficient routes available.
▪ The share of CDO flights remained stable in 2024.
▪ Additional taxi out time decreased from 3.79 to 3.44 min/flight, while additional time in terminal airspace increased marginally from 0.93 to 1.01 min/flight in 2024 compared to 2023.
▪ Airport data for Bergen airport was not reported for 2024 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 2024, which has been adjusted to 0.04 during the post-ops adjustment process, thus achieving the local target value of 0.11. Delays in Norway increased by 0.01 minutes per flight year-on-year.
▪ Delays were highest in April and August, mostly related to ATC Disruptions.
▪ The share of delayed flights with delays longer than 15 minutes in Norway decreased by 6 percentage points compared to 2023 and was lower than 2019 values.
▪The average number of IFR movements was 7% below 2019 levels in Norway in 2024.
▪ The number of ATCOs in OPS is 40, being below the 2024 plan in Bodo by 2 FTEs. The number of ATCOs in OPS is 90, being below the 2024 plan in Oslo by 14 FTEs. The number of ATCOs in OPS is 29, being below the 2024 plan in Stavanger by 2 FTEs.
▪ The yearly total of sector opening hours in Bodo ACC was 24,161, showing a 2.1% decrease compared to 2023. Sector opening hours are 29.3% below 2019 levels. The yearly total of sector opening hours in Oslo ACC was 22,750, showing a 1.4% decrease compared to 2023. Sector opening hours are 17.5% below 2019 levels. The yearly total of sector opening hours in Stavanger ACC was 16,418, showing a 1.3% decrease compared to 2023. Sector opening hours are 21.5% below 2019 levels.
▪ Bodo ACC registered 7.62 IFR movements per one sector opening hour in 2024, being 26.9% above 2019 levels.
▪ Norway registered an average airport arrival ATFM delay of 0.26 minutes per flight in 2024, thus achieving the local target of 0.50 minutes.
▪ Compared to 2023, average arrival ATFM delays in Norway were 66% higher in 2024, while the number of IFR arrivals decreased by 1%.
▪ The main reason for delays was weather, accounting for 86% of total delays.
Cost-efficiency (En route/Terminal charging zone(s))
▪ The en route 2024 actual unit cost of Norway was 48.07€2017, -2.5% lower than the determined unit cost (49.29€2017). The terminal 2024 actual unit cost was 207.69€2017, +26% higher than the determined unit cost (164.70€2017).
▪ The en route 2024 actual service units of Norway (2.5M) were in line with the determined service units.
▪ The en route 2024 actual total costs were -2.8M€2017 (-2.3%) lower than determined. This difference is driven by lower staff costs for Avinor ANS (-6.4M€2017, or -8.3%) and depreciation costs (-3.4M€2017, or -26%). However, in nominal terms, the actual staff costs show an increase of +1.5% compared to planned. The NSA noted that depreciation costs are lower than planned mainly due to delays to the new ATM system and a change in estimating the value of leases resulting from IFRS16.
▪ Avinor ANS costs of investments were 33M€2017 in 2024 for both en route and terminal charging zones, +4.5% higher than determined (31M€2017). This was driven by higher cost of capital resulting from increased interest on debts, which led to higher costs for the new ATM system.
▪ The en route actual unit cost incurred by users in 2024 was 48.87€ (+11% higher than the 2024 DUC), while the terminal actual unit cost incurred by users in 2024 was 175.46€ (+18% higher than the 2024 DUC). These differences between the AUCU and the DUC for both en route and terminal charging zones are primarily attributed to the positive inflation adjustment.
▪ The en route regulatory result for Avinor ANS amounted to +15M€, or 13% of the 2024 revenue.
▪ Norway should ensure that any excessive regulatory result, including excess funds received by the ANSP due to the inflation mechanism, is either reinvested to improve the quality of services delivered to airspace users or reimbursed to them.