Environment - Sweden

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PRB monitoring

▪ Sweden achieved a KEA performance of 1.72% compared to its target of 1.05% and did not contribute positively towards achieving the Union-wide target.

▪ The NSA states that KEA worsened due to traffic avoiding Russian airspace (including Kaliningrad), which is causing extended trajectories.

▪ Both KEP and SCR remained stable compared to 2023.

▪ The share of CDO flights increased from 50.21% to 52.52% in 2024.

▪ Both additional taxi out time and additional time in terminal airspace remained stable in 2024 compared to 2023.

En route performance

Horizontal flight efficiency of the actual trajectory (KEA) (KPI#1), of the last filed flight plan (KEP) (PI#1) & shortest constrained route (SCR) (PI#2)

Terminal performance

Additional taxi-out time (AXOT) (PI#3) & Arrival Sequencing and Metering Area (ASMA) time (PI#4)

AXOT

The additional taxi-out times at Stockholm in 2024 are practically the same as in 2023(ESSA; 2019: 2.05 min/dep.; 2020: 1.3 min/dep.; 2021: 0.94 min/dep.; 2022: 1.52 min/dep.; 2023: 1.82 min/dep.; 2024: 1.81 min/dep.) and well below the SES average of 2.91 min/dep.

According to the Swedish monitoring report: Arlanda is planned to start A-CDM validation with NMOC/Eurocontrol by the end of this year. By this meaning; we will then start optimize the push back sequence with a pre- departure sequencer (PDS) with inputs based on local constrains at the airport (departure rate/runway maintenance etc).

The PDS will allocate a TSAT (Target Start Up Time) to every flight and hence reduce queuing and taxiway congestion, instead the departing aircrafts will be held on stand and can commence push- back within TSAT window -/+5 min. Regarding the performance aspects, these are monitored, at least, once a year through the AMR process. Internal target at Swedavia: For 90% of starts, AXOT should not exceed EXOT+ 3 minutes.

ASMA

As observed for the additional taxi-out times, the additional time in the terminal area at Stockholm Arlanda decreased slightly in 2024 (ESSA; 2019: 1.15 min/arr.; 2020: 0.83 min/arr.; 2021: 0.43 min/arr.; 2022: 0.6 min/arr.; 2023: 0.79 min/arr.; 2024: 0.75 min/arr.) and remained below the SES average of 1.28 min/arr.

According to the Swedish monitoring report: LFV and Swedavia is conducting the Swea project with the aim of modernizing traffic flows in the Stockholm area. This will result in a major redesign of traffic flows in Stockholm TMA and adjacent ACC sectors. The redesign is planned to be implemented in the fall of 2026.

Parallel approaches (Established on RNP-AR + ILS) will be implemented during the autumn of 2025.

Share of arrivals applying continuous descent operations (CDOs) (PI#5)

The share of CDO flights at Stockholm (ESSA) increased from 45.8% to 48.7% in 2024 which is again above the overall RP3 value in 2024 (29.3%).

According to the Swedish monitoring report: Implementation of additional RNP-AR approaches is increasing predictability for arriving traffic and hence improving vertical efficiency. In the autumn of 2025 parallel approaches (Established on RNP-AR + ILS) is planned for implementation. This will hopefully improve both horizontal and vertical flight efficiency.

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
Stockholm/Arlanda 1.30 0.94 1.52 1.82 1.81 0.83 0.43 0.60 0.79 0.75 43% 44% 48% 46% 47%

Civil-Military dimension

Update on Military dimension of the plan

The application of the A-FUA concept in Sweden is slightly different compared to the application in other countries due to the fact that Sweden uses PCA (Prior Coordination Area). Swedish PCAs are not defined in CACD hence PCAs will not be allocated via the AUP/UUP process. AMC Sweden has the possibility to cluster adjacent PCAs to maximize the utilisation of the airspace for the civilian and military airspace users. Therefore ATC can coordinate the passage of flights (in most cases) through active PCAs in order to achieve a more environment friendly routing of the traffic. With this methodology the environmental impact from the military dimension is very small compared to if flights always had to fly around the active area.

Military - related measures implemented or planned to improve capacity

The measurement method for monitoring the utilisation rate of activated areas has been refined in order to clarify where there may be possible improvement measures. Ref 2.2.2.F PI #6 about initiatives. With fully adopition to CP1 ARES/SWIM there are possibilities to get even more accurate figures. A project is underway to realize the SWIM/ARES requirements of the CP 1 regulation with the aim of simplifying and digitizing the workflows for activation and deactivation of areas in segregated airspace. This will have a positive effect in dereasing workload in ASM level 2 and level 3. Still valid as the project is ongoing.

Initiatives implemented or planned to improve PI#6

The report sent in to ASM Level 1 from LFV gives the expression that there is an ambition to implement digital tools and aids to facilitate a better record keeping function regarding the usage of reserved or segregated airspace. The NSA intendes to continue to demand relevant information and statistics to be able to monitor the different PI’s efficiently, but also to improve the coordination and cooperation between the NSA and the ANSP (LFV) in this regard.

Initiatives implemented or planned to improve PI#7

LFV does not currently have measurement methods established to be able to produce a basis for the requested reporting. LFV has been in contact with IFPS to see if they could help in this matter. Unfortunately they could not help us.

Initiatives implemented or planned to improve PI#8

LFV does not currently have measurement methods established to be able to produce a basis for the requested reporting. LFV has been in contact with IFPS to see if they could help in this matter. Unfortunately they could not help us.