PRB monitoring
▪ 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.
AXOT
After several years increasing, the additional taxi-out times at Oslo decreased in 2024 (ENGM; 2019: 3.92 min/dep.; 2020: 2.68 min/dep.; 2021: 2.87 min/dep.; 2022: 3.26 min/dep.; 2023: 3.79 min/dep.; 2024: 3.44 min/dep.) resulting in the 8th highest value in the SES monitored airports, even if they remained below the SES average of 2.91 min/dep.
According to the Norwegian monitoring report: Oslo airport is continuously working on improving winter operations since it is the months of January, February and December that year over year continues to be the worst performing months.
The Norwegian monitoring report adds: In 2023 Avinor modified the data delivery to Eurocontrol and completed the technical configuration of DANSAP to integrate Bergen, Stavanger and Trondheim airports in the monthly reporting procedure. Regrettably, Eurocontrol cannot publish received data as it varies far too much to be reliable. It is the lack of registration of actual runway-in-use for flights at those airports that makes it difficult. Avinor have tried to set a “default RWY”, i.e. use the same amount of time regardless of which runway is in use, but still the variation is outside the required parameter for Additional taxi-out time. Not expecting a fix to problem in RP4.
ASMA
Additional ASMA times at Oslo increased again in 2024 (ENGM; 2019: 1.03 min/arr.; 2020: 0.64 min/arr.; 2021: 0.53 min/arr.; 2022: 0.68 min/arr.; 2023: 0.93 min/arr.; 2024: 1.01 min/arr.) nearing pre-pandemic values but below the SES average of 1.28 min/arr.
According to the Norwegian monitoring report: Focus on increasing curved RNP-AR approaches for equipped aircraft is key to reducing additional time in terminal airspace.
The Norwegian monitoring report adds: In 2023 Avinor modified the data delivery to Eurocontrol and completed the technical configuration of DANSAP to integrate Bergen, Stavanger and Trondheim airports in the monthly reporting procedure. Regrettably, Eurocontrol cannot publish received data as it varies far too much to be reliable. It is the lack of registration of actual runway-in-use for flights at those airports that makes it difficult. Avinor have tried to set a “default RWY”, i.e. use the same amount of time regardless of which runway is in use, but still the variation is outside the required parameter for Additional time in terminal airspace. Not expecting a fix to problem in RP4.
Share of arrivals applying continuous descent operations (CDOs) (PI#5)
The shares of CDO flights have stayed similar to the 2023 values. All airports again have very high shares of CDO flights with all airports having more than double the overall RP3 value in 2024 (29.3%).
According to the Norwegian monitoring report: Avinor ANS is continuously working on facilitating CDO/CCO, and the figures show that Avinor is among the very best in Europe. Further increase is difficult as simultaneity on approach occasionally necessitates flattening, which degrades the CDO statistics, but which is necessary for safety reasons and for the sake of traffic flow.
| Airport level |
| Airport |
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 |
| Bergen/Flesland |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
80% |
80% |
77% |
77% |
77% |
| Oslo/Gardermoen |
2.68 |
2.87 |
3.26 |
3.79 |
3.44 |
0.64 |
0.53 |
0.68 |
0.93 |
1.01 |
62% |
64% |
58% |
58% |
59% |
| Stavanger/Sola |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
76% |
74% |
71% |
70% |
70% |
| Trondheim/Vaernes |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
NA |
77% |
79% |
76% |
78% |
78% |
Update on Military dimension of the plan
LARA has been implemented and Civil/Military Airspace Committee maintain a continued focus on the effectiveness of the booking procedures.
Military - related measures implemented or planned to improve capacity
The AMC procedure has been revised establishing new areas to cater for new military requirements. The Civil/military airspace committee focus on the improvement of the booking procedures and the intention to improve the ratio between booked versus used reserved airspace. The civil/military airspace continually work on optimizing the airspace structure to minimize the impact of military air operations on civilian air traffic. LARA has been deployed to both civil and military users and further integration into the ATM system is ongoing.
Initiatives implemented or planned to improve PI#6
Ratio in 2024 is approx. at same level as previous years in RP3 (>50%).
Initiatives implemented or planned to improve PI#7
No data available
Initiatives implemented or planned to improve PI#8