Annual Monitoring Report RP3 - 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
Share of Union-wide traffic (TSUs) RP3 2.4%
Share of Union-wide en route costs RP3 3.3%
Share en route / terminal costs RP3 92% / 8%
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)
▪ Actual IFR movements for Sweden fell on average by -4.3% per year between 2019 and 2024.
▪ Actual IFR movements fell faster than planned in the RP3 revised performance plan (-1.2% per year). Planned traffic was in line with the STATFOR June 2022 base forecast.
▪ Over RP3, IFR movements for Sweden remained below the 2019 pre-pandemic level.
▪ Actual en route service units for Sweden fell on average by -5.5% per year between 2019 and 2024.
▪ Actual service units fell faster than planned in the RP3 revised performance plan (-2.5% per year). Planned traffic was in line with the STATFOR June 2022 base forecast.
▪ A total of 11,483K actual service units were recorded over RP3, -9.9% above the aggregated planned value (12,747K).
Safety (Main ANSP)
▪ LFV achieved the RP3 EoSM target levels in 2021 and has maintained the levels since then.
▪ SDATS achieved the EoSM RP3 targets in 2023 and maintained the levels in 2024.
▪ ARV – Arvidsjaur and ACR implemented significant improvements for Safety Risk Management and achieved EoSM RP3 targets for all Management Objectives in 2024.
▪ Sweden recorded stable performance with respect of safety occurrences with a slight decrease in the rate of runway incursions and separation minima infringements compared to 2023.
Environment (Member State)
▪ En-route environmental performance in Sweden deteriorated during RP3. KEA increased from 1.03% in 2020 to 1.72% in 2024 with a peak of 1.75% in 2023.
▪ Sweden achieved the KEA target in two years of RP3, in 2020 and 2021, during the low-traffic Covid-19 period.
▪ The NSA noted that the main factor contributed to KEA deteriorating during the period was traffic avoiding Russian airspace (including Kaliningrad), which is causing extended trajectories.
▪ KEP deteriorated from 1.91% to 2.76% and SCR deteriorated from 1.68 to 2.58 min/flight during RP3.
▪ The share of CDO flights improved from 46.50% to 52.52% during RP3.
▪ Additional taxi out time deteriorated from 1.30 to 1.81 min/flight, while additional time in terminal airspace improved from 0.83 to 0.75 min/flight during RP3.
Capacity (Member State)
▪ Sweden accumulated a total of 38,429 en-route ATFM delay minutes within the RP3 timeframe, reaching the highest level of total delay minutes generated in 2022. During RP3, Sweden accounted for 0.07% of the total delays at Union level. Compared to RP2, total delay minutes decreased by 80%.
▪ Sweden met its en-route ATFM delay targets in each year of the third reference period.
▪ In RP3, the main drivers of en-route ATFM delays in Sweden were ATC capacity (45%) and Weather (45%).
▪ Over RP3, 31% of delayed flights in Sweden experienced delays longer than 15 minutes, representing a decrease of 5 percentage points compared to RP2.
▪ In Sweden, the total number of ATCOs in OPS over the RP3 period decreased by 29 FTEs, representing a 11% decrease compared to 2019. Sweden fell short of the planned ATCO numbers by 47 FTEs by the end of RP3.ű
▪ Sweden accumulated a total of 42,483 arrival ATFM delay minutes within the RP3 timeframe, reaching the highest level of total delay minutes generated in 2023. Compared to RP2, total terminal delay minutes decreased by 67%.
▪ In RP3, the leading driver of arrival ATFM delays in Sweden was Weather, representing 91% of total delay minutes.
Cost-efficiency (En route/Terminal charging zone(s))
▪ Over RP3, the en route actual unit cost of Sweden was higher than the determined unit cost for two years (2022 and 2023), and lower for the combined year 2020-2021 and 2024.
▪ The en route actual total costs for RP3 (994M€2017) were lower than determined (by -132M€2017, or -12%). The difference in total costs is mainly driven by -185M€2017 exceptional costs recorded by LFV, while none were determined. These exceptional costs decreased over the period due to a one-time reduction in pension costs resulting from higher interest rates in 2024.
▪ The total RP3 en route regulatory result for LFV amounted to -4.8M€. The loss is mainly attributable to the difference between determined and actual costs.
▪ Throughout the RP3 period, Sweden’s actual terminal unit costs were notably lower than the determined costs, except in 2023 when they were significantly higher.
▪ The terminal actual total costs for RP3 (85M€2017) were lower than determined (by -14M€2017, or -14%). The difference in total costs is mainly driven by -17M€2017 exceptional costs recorded by LFV, while none were determined. These exceptional costs decreased over the period due to a one-time reduction in pension costs resulting from higher interest rates in 2024.
▪ The total RP3 terminal regulatory result for LFV amounted to 1.2M€. This is +1.2M higher than the ex-ante regulatory result. The difference is mainly attributable to the positive difference between determined and actual costs to be retained by the ANSP. The regulatory result amounted to 2.0% of the total planned en route revenues.
▪ Sweden should take additional measures to manage the cost-risk associated with pensions for RP4 in view of wide fluctuations in actual pension costs observed during RP3.