NETWORK OPERATIONS REPORT 2011

Transcription

1 ANNEX I: CAPACITY EVOLUTION INTRODUCTION ALBANIA TIRANA ARMENIA YEREVAN AUSTRIA VIENNA AZERBAIJAN BAKU BELGIUM BRUSSELS BULGARIA SOFIA CROATIA ZAGREB CYPRUS NICOSIA CZECH REPUBLIC PRAGUE DENMARK COPENHAGEN ESTONIA TALLINN EUROCONTROL MAASTRICHT FINLAND TAMPERE FRANCE BORDEAUX FRANCE BREST FRANCE MARSEILLE FRANCE PARIS FRANCE REIMS FYROM SKOPJE GEORGIA TBILISI GERMANY BREMEN GERMANY KARLSRUHE GERMANY LANGEN GERMANY MUNICH GREECE ATHENS GREECE MAKEDONIA HUNGARY BUDAPEST IRELAND DUBLIN IRELAND SHANNON ITALY BRINDISI ITALY MILAN ITALY PADOVA ITALY ROME LATVIA RIGA...38 February NOR ANNEX 1

2 35. LITHUANIA VILNIUS MALTA MALTA MOLDOVA CHISINAU THE NETHERLANDS AMSTERDAM NORWAY BODO NORWAY OSLO NORWAY STAVANGER POLAND WARSAW PORTUGAL LISBON ROMANIA BUCHAREST SERBIA & MONTENEGRO BELGRADE SLOVAK REPUBLIC BRATISLAVA SLOVENIA LJUBLJANA SPAIN BARCELONA SPAIN CANARIAS SPAIN MADRID SPAIN PALMA SPAIN SEVILLA SWEDEN MALMO SWEDEN STOCKHOLM SWITZERLAND GENEVA SWITZERLAND ZURICH TURKEY ANKARA /ISTANBUL UKRAINE DNIPROPRETROVSK UKRAINE KYIV UKRAINE L VIV UKRAINE ODESA UKRAINE SIMFEROPOL UNITED KINGDOM LONDON UNITED KINGDOM LONDON TC UNITED KINGDOM PRESTWICK...7 February NOR ANNEX 2

3 INTRODUCTION The following annex provides a detailed analysis of ATC capacity evolution in 211 for s within the ECAC States for which data is available. The source of statistics is the CFMU unless otherwise indicated. The analysis covers: & The chart and data table provide comprehensive information concerning the evolution of traffic and delay from 25 to 211 (where data is available). It includes the following values: Peak day traffic is the number of flight entries to the on the peak day of each year. & Yearly is the daily average number of flight entries during the summer season (May to October inclusive) and over the whole year (January to December). & Yearly Enroute is the average enroute delay per flight (including and special events e.g. industrial action), attributed to the during the summer season (May to October inclusive) and over the whole year (January to December). 211 Realisation of Plan Evolution gives the percentage difference between the total traffic (number of flight entries) in 211 compared to 21, for the summer and the full year. Enroute gives the number of minutes per flight of enroute delay attributed to all causes and also excluding delays attributed to and special events. Values are provided for the summer and the full year. delay per is the delay associated with the capacity required to meet the expected demand at the and to achieve the European summer enroute average delay target of 1 minute per flight. It is calculated according to the expected demand and the cost of provision of additional capacity at each. Offered or Potential: 1. ESS or Reverse CASA was used to measure the capacity actually offered by the during the reference period (11-24 July 211). This is calculated from actual delay (Reverse CASA) or from projected delay (ESS). Projected delay is obtained by increasing the traffic and creating a regulation scheme for the studied using traffic volume capacities and configuration data (sector opening schemes) provided by ANSPs. 2. NEVAC measures the potential capacity of the, i.e. that which could have been made available at the during the reference period, if all existing sectors had been open and fully staffed. This potential capacity is calculated from the maximum configuration and traffic volume capacities, as recorded in the CFMU database by ANSPs, and assumes that sufficient staff are available to open the maximum configuration. Planned capacity increase for 211 is the percentage value provided by ANSPs in the LSSIP capacity plan, or as subsequently updated in the 211 Network Operations Plan. This figure represents the ANSP commitment to increasing capacity for 211, when compared to 21. enhancement: planned enablers This information was taken from the local capacity plan in the LSSIP, including any updates in the seasonal NOP. An indication is given as to whether each measure was implemented as planned. capacity achievement This provides an analysis of the observed performance and of the achievement of the planned capacity increase. performance has been assessed by analysing traffic and delay statistics February NOR ANNEX 3

4 for each and the evolution of the capacity baseline. Where relevant, other significant factors were also taken into account, such as industrial action or planned major events that resulted in a temporary reduction in capacity. ocation of and for Enroute delay The table lists the reference locations (sectors) causing most of the delay, the number of minutes of enroute delay attributed to each location and the percentage of the total enroute delay. The graph shows the total ATFM enroute delay generated by each, broken down into the 5 most significant given for the delay in 211 compared to 21. Note: The scale on all graphs varies from to - graphs should not be directly compared. February NOR ANNEX 4

5 1. ALBANIA TIRANA & LAAA - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Tirana LAAA The average en-route delay per flight increased from.2 minutes in 21 to.8 min in 211. Reasons given for delays: 87% ATC, 4% ATC Staffing and 5% equipment. 64% of the delays were in collapsed sector MID and 18% in collapsed sector UPP2. Plan +4% Achieved Comments ATS route network improvements Reconstruction of existing Maximum configuration: 3 sectors 211 performance assessment Evolution (211 v 21) Forecast The capacity baseline of 56 was calculated with Reverse CASA / ESS and represents the capacity delivered during the season in the. During the measured period, the average peak 1 hour demand was 55 and the peak 3 hour demand was 5. A maximum configuration of 3 sectors was opened (2 en-route + 1 TMA). The main for the delay during the season were due to infrastructure limitations, leading to a configuration of only 2 en-route sectors and to technical issues with a system update. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +.8% +8.8%.5.5 B: +4.2% +15% H: +7.8% +8.8% Offered: 56 (%) ER 8, min LAAAMID 61,113 min 63% 6, min LAAAUPP2 17,381 min 18% 4, min LAAAMID2 1,182 min 11% LAAATOP 4,787 min 5% 2, min LAAAHI1 2,868 min 3% min ER ATC ER ATC Disruption ER ATC Staffing ER Weather & Ext Disruptions February NOR ANNEX 5

6 2. ARMENIA YEREVAN & Armenia Yerevan UDDD - 7, 6, 5, Flights 4, 3, 2, 1, TOTAL YEAR 42,121 43,271 48,23 51,87 48,39 52,874 57,164 TOTAL SUMMER 21,494 22,78 24,882 27,37 24,845 27,69 29,782 Source: STATFOR 211 Realisation of Plan Yerevan UDDD Evolution (211 v 21) Forecast L: +1.5% B: +3.7% H: +9.2% Plan : Sufficient to meet demand Enroute (min. per flight) Comments (% difference v 21) Year +8.1%.. +6% +7.6%... No Offered: 25 (%) 211 performance assessment The capacity baseline was measured with ESS. During the measured period, the average peak 1 hour demand was 13 and the average peak 3 hour demand was 1 flights per hour. February NOR ANNEX 6

7 3. AUSTRIA VIENNA & LOVV - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Vienna LOVV Evolution (211 v 21) Forecast The average en-route delay per flight decreased from 2.2 minutes in 21 to.3 minutes in 211. Reasons given for delays: 47% for ATC, 25% for ATC Staffing and 25% for Weather. 19% of the delays were in EAL, 14% in WHT, 11% in SCR and 1% in NCR. Plan +7% Achieved Comments 12 additional ATCOs Improved procedures for ATFM measures ATS route network improvements Improved operational procedures Sector configuration management ATM System Upgrade Rostering management tool No 11 sectors for longer periods Static cross border sectorisation (FAB CE) 211 performance assessment The capacity baseline of 168 was calculated with ESS/Reverse CASA, showing the capacity offered during the measured period. During the same period, the average peak 1 hour demand was 169 and the average peak 3 hour demand was 159. A maximum configuration of 11 sectors was opened. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +1.4% +2.4%.2.2 B: +5.2% +12% H: +8.1% +2.4% No Offered: 168 (+11%) ER LOVVEAL1 32,374 min 2% LOVVWHT 21,35 min 13% LOVVSCR 15,982 min 1% LOVVNCR 14,98 min 9% LOVVNOR 14,495 min 9% 8, min 7, min 6, min 5, min 4, min 3, min 2, min 1, min min ER ATC ER Weather & Ext Disruptions ER ATC Staffing ER ATC Disruption February NOR ANNEX 7

8 4. AZERBAIJAN BAKU & 14, AZERBAIJAN BAKU UBBA : 12, 1, Flights 8, 6, 4, 2, TOTAL YEAR 55,14 91,618 95,496 17,877 18,357 12,236 12,763 TOTAL SUMMER 27,753 46,398 48,72 55,27 55,184 62,3 65,141 Data Source: STATFOR 211 Realisation of Plan Baku UBBA Evolution (211 v 21) Forecast L: +1.% B: +5.1% H: +8.3% Enroute (min. per flight) (% difference v 21) Year no sig. +.4%.. impact +5.%...1 No Offered: 4(%) Plan - Sufficient to meet demand Achieved Comments ATS route network optimisation - an on-going process in cooperation with neighbouring States. Building of new Baku ATC Centre. Installation of new ATC system : Preparation phase Resectorisation of airspace structure : Development phase 211 performance assessment It is assessed that the capacity offered was enough to meet demand. RVSM has been implemented by Russian Federation, Kazakhstan and Turkmenistan. RVSM ICAO CVSM and RVSM non-icao CVSM interfaces were removed. New LoA between ATC centres were signed and have been in force since 17 November 211. In progress Fast-time simulation was conducted in co-operation with DFS. Work is in progress. February NOR ANNEX 8

9 5. BELGIUM BRUSSELS & EBBU - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Brussels EBBU The average en-route delay per flight decreased from.3 in 21 to.1 minutes in 211. Reasons given for delays: 73% ATC Staffing, 1% ATC, 9% ATC equipment issues and 7%. 6% of the delays were in collapsed sector NWC. Plan +3% Achieved Comments use of sector configurations Improved ATFCM Procedures Improved route network Implementation of Night Network On-going recruitment of controllers CANAC 2 Phase 3 On-going Adaptation of sector capacities following CAPAN study No No need to increase capacities in 211 Maximum configuration: 7 sectors 211 performance assessment Evolution (211 v 21) Forecast The capacity baseline of 131 represents was measured with ESS. During the measured period, the average peak 1 hour demand was 127 and the average peak 3 hour demand was 115. A maximum configuration of 7 sectors was opened. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: -.1% +5.2%.. no sig. B: +3.% impact H: +5.3% +3.6% No Offered: 131 (+17%) ER EBBUNWC 12,246 min 53% ELLXTA 4,157 min 18% EBBUHLC 2,933 min 13% EBBUEEC 2,75 min 12% EBBUWSC 85 min 3% 7, min 6, min 5, min 4, min 3, min 2, min 1, min min ER ATC Staffing ER Weather & Ext Disruptions ER ATC ER ATC Disruption February NOR ANNEX 9

10 6. BULGARIA SOFIA & LBSR - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Sofia LBSR Evolution (211 v 21) Forecast Enroute (min. per flight) (% difference v 21) Year L: +3.5% +7.3%.1.1 B: +7.9% -11% H: +11.2% +7.5% No Offered: 149 (+1%) The en-route delay per flight increased to.1 min in 211. Reasons given for delays: 1% for ATC. 55% of the delays were in sector SEA and 31% in SEL6 Plan - Sufficient capacity to meet demand Achieved Comments ATS route network development and increase of maximum sector configurations available Maximum configuration : 1 sectors if needed Available but not needed 211 performance assessment The capacity baseline of 149 was measured by ESS and reflects the delivered capacity in the. During the measured period, the peak 1 hour demand was 127 and the peak 3 hour demand was 118. A maximum 7 sector configuration was opened. February NOR ANNEX 1

11 7. CROATIA ZAGREB & LDZO - and en-route ATFM delays Enroute (minutes per flight) Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Realisation of Plan Zagreb LDZO The average en-route delay per flight decreased from 1.7 minutes in 21 to.9 minutes in 211. Reasons given for delays: 73% for ATC, 23% for and 3% for ATC Staffing. Plan +12% Achieved Comments 5 Additional controllers Split of UW sector Further increase of sector capacities according to CAPAN Improved sector opening times Evolution (211 v 21) Forecast Application of sector occupancy techniques - further benefits after implementation of CPR Maximum configuration: 9 sectors 211 performance assessment The capacity baseline was measured using ESS/Reverse CASA, reflecting capacity delivered by the during the measured period. During the same measured period, the average peak 1 hour demand was 134, and the average peak 3 hour demand was 121. Configurations with maximum 9 sectors were opened. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +2.% +9.4%.5.4 B: +5.6% +14% H: +9.1% +8.4% Offered: 125 (+17%) ER LDZOUW 73,795 min 29% LDZON 42,295 min 16% LDZOULW 26,72 min 1% LDZOULN 18,835 min 7% LDZOTA 17,958 min 7% 3, min 25, min 2, min 15, min 1, min 5, min min ER ATC ER Weather & Ext Disruptions ER ATC Staffing ER ATC Disruption ER Event s February NOR ANNEX 11

12 8. CYPRUS NICOSIA & LCCC - and en-route ATFM delays Enroute (minutes per flight) Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Realisation of Plan Nicosia LCCC Evolution (211 v 21) Forecast The average en-route delay per flight decreased from 3.9 minutes in 21 to 1.7 minutes in 211, remaining significantly higher than the optimum for the. Reasons given for delays: 97% ATC. 41% of the delays were in sector E2S and 27% in WN. Plan +9% Achieved Comments Additional staff - 4 net additional en-route controllers As of July 211 on the roster Possibility to use CONF3 and CONF4 In cooperation with Network Ops pre-tactical FMP Improved working processes with Network Operations FMP training both in house and at EUROCONTROL ATS route network and sectorisation optimisation Work in progress with Network Operations 4 th en-route sector Implemented summer performance assessment The capacity baseline was evaluated to be 56 with ESS/Reverse CASA, based on the traffic and delay situation. A maximum configuration of 4 sectors was opened. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +2.8% -.8% no sig. B: +6.9% impact H: +9.9% +.7% Offered: 56 (+22%) ER LCCCE2S 214,659 min 47% LCCCWN 95,466 min 21% LCCCE1 55,176 min 12% LCCCSWN 52,584 min 12% LCCCS 11,7 min 2% 8, min 6, min 4, min 2, min min ER ATC ER ATC Staffing ER Weather & Ext Disruptions ER ATC Disruption ER Event s February NOR ANNEX 12

13 9. CZECH REPUBLIC PRAGUE & LKAA - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Prague LKAA The average en-route delay per flight decreased from.2 minutes in 21 to zero minutes in 211. Plan +3% Achieved Comments Improved flow and capacity management techniques Adaptation of sector opening times depending on available staff Improved ATS route network & sectorisation Additional controllers Configuration with 9 sectors for longer periods Improved interface with Munich Minor improvements of system functionalities Static cross border sectorisation (FAB CE) 211 performance assessment Evolution (211 v 21) Forecast The capacity baseline of 161 was measured with ESS, indicating the capacity actually offered during the measured period. The average peak 1 hour demand was 156 and the average peak 3 hour demand was 145. A maximum of 9 sector configuration was opened (4 Lower and 5 Upper). ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +.6% +4.%.. B: +4.6% - 11% H: +8.% +2.3% No Offered: 161 (+7%) ER LKAANEH 1,5 min 24% LKAANSEL 821 min 18% LKAAL 515 min 12% LKAANEHT 411 min 9% LKAASWM 367 min 8% 8, min 7, min 6, min 5, min 4, min 3, min 2, min 1, min min ER ATC ER ATC Disruption ER Weather & Ext Disruptions ER ATC Staffing ER Event s February NOR ANNEX 13

14 1. DENMARK COPENHAGEN & EKDK - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Copenhagen EKDK The average en-route delay per flight remained at zero in 211. Plan +3 % Achieved Comments FRA project DK/SE FAB Implemented 17 th November Continuous improvements on the ATS route network Constant upgrade of ATM system Gradual increase of controller numbers 9 extra controllers Sector configurations adapted to traffic demand Gradual consolidation of operations within NUAC company Maximum configuration: 7 sectors (4 E + 3 W) 211 performance assessment Evolution (211 v 21) Forecast The capacity baseline of 125 for Copenhagen was calculated with ESS, representing the capacity delivered during the season. During the measured period, the average peak 1 hour demand was 117 and the average peak 3 hour demand was 11. A maximum configuration of 7 sectors was opened. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +.8% +5.2%.. no sig. B: +4.1% impact H: +6.7% +2.8%...6 No Offered: 125 (+1%) ER EKDKLVUV 2,562 min 75% EKDKW 728 min 21% EKDKCUC 142 min 4% 7, min 6, min 5, min 4, min 3, min 2, min 1, min min ER Event s ER ATC ER ATC Disruption ER ATC Staffing ER Weather & Ext Disruptions February NOR ANNEX 14

15 11. ESTONIA TALLINN & EETT - and en-route ATFM delays Peak Day Yearly enroute delay (all causes)..... Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Tallinn EETT Average enroute ATFM delay remained at zero, as in 21. Planned Increase: sufficient to meet demand Achieved Comments Additional staff and controller rating Adaptation of sector opening times OLDI with Saint-Petersburg (Russia) From March 211. Maximum configuration: 2 sectors + 1 feeder 211 performance assessment Evolution (211 v 21) Forecast Enroute (min. per flight) The capacity baseline of 61 was measured with ESS, indicating the capacity actually offered. During the measured period, the average peak 1 hour demand was 47 and the average peak 3 hour demand was 43. A maximum configuration of two sectors was opened. (% difference v 21) Year L: +.2% +14.2%.. B: +4.9% - 5% H: +9.4% +15.1%...1 No Offered: 61 (+13%) ocation of and Reasons for Enroute ER EETTFED 3,981 min 1% 4, min 3,5 min 3, min 2,5 min 2, min 1,5 min 1, min 5 min min ER ATC ER ATC Disruption ER Weather & Ext Disruptions February NOR ANNEX 15

16 12. EUROCONTROL MAASTRICHT & EDYYUAC - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Maastricht EDYY UAC Average enroute delay per flight remained at a similar low level as in 21. Plan 2.5% Achieved Comments Progressive development and improvement of N-FDPS and CWP functions (MTCD, enhanced OLDI) Cross-validation Ongoing ASM Tool (LARA) No Further delayed Central Supervisory Suite Ongoing into 212 Revised MPP + Pretactical Process Ongoing into 212 Management System (TMS) - ASP Includes data Ongoing; no longer reported significant upgrade Gradual deployment of FRAM (Free Route Airspace MUAC) On schedule; weekend FRAM from CPDLC Full Implementation (IR) No No progress. Plan under cost-cutting consideration Increase ATCO staff numbers 211 performance assessment Evolution (211 v 21) Forecast The capacity baseline was measured with ESS at 328 indicating the capacity offered during the measured period. During the same period, the peak 3 hour demand was 35 and the peak 1 hour was 327. Maximum sector configurations opened: Brussels group - 6 sectors, DECO group - 5 sectors and Hannover group - 6 sectors. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +.8% +5.6%.. no sig. B: +4.2% impact H: +6.8% +3.5% No Offered: 328 (+7%) ER EDYYLUX 9,192 min 15% EDYYHOL 8,612 min 14% EDYYJEV 4,793 min 8% EDYYWSL 4,372 min 7% EDYYUCE 3,889 min 6% 35, min 3, min 25, min 2, min 15, min 1, min 5, min min ER Weather & Ext Disruptions ER ATC ER ATC Disruption ER ATC Staffing ER Event s February NOR ANNEX 16

17 13. FINLAND TAMPERE & EFES - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Tampere EFES Evolution (211 v 21) Forecast Enroute (min. per flight) (% difference v 21) Year L: -.4% +11.1%*.6.6 no sig. B: +3.2% impact H: +6.% +8.9%* Offered: 48 (-14%) The average en-route delay per flight increased from zero in 21 to 1 minute in 211. Reasons given for delays: 95% ATC Staffing issues. Plan : sufficient to meet demand Achieved Comments Consolidation of operations as one single 211 performance assessment The capacity baseline of 48 was measured using ESS / Reverse CASA, indicating the capacity delivered during the period. A maximum configuration of 5 sectors was opened. * Shows actual traffic growth for Finland traffic growth recorded by Network Operations for Tampere is about 5% higher, reflecting the merge of Tampere and Rovaniemi s. ocation of and Reasons for Enroute ER 12, min 1, min EFESC12 48,25 min 38% 8, min EFESC345 32,689 min 26% 6, min EFESC15 23,718 min 19% 4, min EFINALL 9,527 min 8% 2, min EFINALL95 5,662 min 4% min ER ATC Staffing ER ATC ER ATC Disruption ER Weather & Ext Disruptions February NOR ANNEX 17

18 14. FRANCE BORDEAUX & LFBBALL - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Bordeaux LFBB Average enroute delay per flight decreased from 1.5 minutes in 21 to.1 minutes in 211. Reasons given for delays: 66% ATC, 25% for Industrial Action ATC and 9% for Weather. Plan +16% Achieved Comments Improved Airspace Management and ATFCM Procedures Staff deployment / Flexible rostering Night direct route network and City pairs improvement 211 performance assessment Evolution (211 v 21) Forecast Enroute (min. per flight) The capacity baseline was evaluated to be 21 with ESS, based on the traffic and delay situation. During the measured period, the average peak 1 hour demand was 19 and the average peak 3 hour demand was 176. A maximum configuration of 21 sectors was opened during the measurement period. (% difference v 21) Year L: -.5% +5.9%.1.1 B: +2.9% +6% H: +5.8% +5.1% No Offered: 21 (+18%) ocation of and Reasons for Enroute ER LFBBL4 16,665 min 24% LFBBR2 13,89 min 2% LFBBR4 5,29 min 7% LFBBX4 5,74 min 7% LFBBP3 4,729 min 7% 5, min 4, min 3, min 2, min 1, min min ER ATC ER ATC Disruption ER Weather & Ext Disruptions ER ATC Staffing ER Event s February NOR ANNEX 18

19 15. FRANCE BREST & LFRR - and en-route ATFM delays Enroute (minutes per flight) Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Realisation of Plan Brest LFRR Average enroute delay per flight decreased from 3.5 minutes during 21 to.2 minutes in 211. Reasons given for delays: 72% ATC, 16% for Industrial Action (ATC). Plan +12% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Night direct route network and City pairs improvement 211 performance assessment Evolution (211 v 21) Forecast Enroute (min. per flight) The capacity baseline was evaluated to be 26 with ESS/Reverse CASA, based on the traffic and delay situation. During the measured period, the average peak 1 hour demand was 26 and the average peak 3 hour demand was 191. A maximum configuration of 17/18 sectors was opened during the measured period. (% difference v 21) Year L: -.8% +9.5%.1.1 no sig. B: +2.7% impact H: +5.5% +9.4% No Offered: 26 (+22%) ocation of and Reasons for Enroute ER LFRRJHU 17,623 min 15% LFRRZSI 8,177 min 7% LFRRKWU 7,331 min 6% LFRRNSI 5,842 min 5% LFRRNU 5,468 min 5% 1,, min 8, min 6, min 4, min 2, min min ER ATC ER ATC Disruption ER ATC Staffing ER Weather & Ext Disruptions ER Event s February NOR ANNEX 19

20 16. FRANCE MARSEILLE & LFMM - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Marseille LFMM Average en-route delay per flight decreased from 4.4 minutes in 21 to.8 minutes in 211, nevertheless remaining above the optimum. Reasons given for delays: 82% ATC, 1% Weather. Plan +12% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Airspace improvements in Nice terminal area Night direct route network and City pairs improvement 211 performance assessment Evolution (211 v 21) Forecast The capacity baseline was evaluated to be 232 with ESS/Reverse CASA, based on the traffic and delay situation. During the measured period, the average peak 1 hour demand was 249 and the average peak 3 hour demand was 227. A maximum configuration of 24/25 sectors was opened during the measured period. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +.6% +2.7%.5.4 no sig. B: +4.2% impact H: +7.3% +3.% Offered: 232 (+7%) ER LFMMB3 73,997 min 15% LFMMYY 59,977 min 12% LFMMMNST 52,972 min 11% LFMMB12 49,959 min 1% LFMMGG 4,892 min 8% 1,4, min 1,2, min 1,, min 8, min 6, min 4, min 2, min min ER ATC ER Weather & Ext Disruptions ER ATC Staffing ER ATC Disruption ER Event s February NOR ANNEX 2

21 17. FRANCE PARIS & LFFFALL - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Paris LFFF Average enroute delay per flight decreased from 1.1 minutes in 21 to.3 minutes in 211. Reasons given for delays: 67% ATC, 24% for Weather. Plan +1% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Reorganisation of TSA 2 for more dynamic TSA 2 zones (April 211) Night direct route network and City pairs improvement 211 performance assessment Evolution (211 v 21) Forecast The capacity baseline was evaluated to be 268 with ESS, based on the traffic and delay situation. During the measured period, the average peak 1 hour demand was 258 and the average peak 3 hour demand was 236. A maximum configuration of 2 sectors was opened during the measured period. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +.9% +5.2%.3.3 no sig. B: +3.5% impact H: +5.6% +3.8% No Offered: 268 (+1%) ER LFFFUJ 188,42 min 53% LFFFTE 81,647 min 23% OMAKO 25,989 min 7% LFFFLMH 13,965 min 4% OKIPA 9,496 min 3% 6, min 5, min 4, min 3, min 2, min 1, min min ER ATC ER Weather & Ext Disruptions ER ATC Disruption ER Event s ER ATC Staffing February NOR ANNEX 21

22 18. FRANCE REIMS & LFEE - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Reims LFEE Evolution (211 v 21) Forecast Average enroute delay per flight remained at.4 minutes in 211. Reasons given for delays: 68% ATC, 22% Weather. Plan +2% Achieved Comments Improved airspace management and ATFM procedures Staff redeployment / flexible rostering Occupancy count Reorganisation of lower airspace and delegation of ATS to APP LFST Higher DFL (FL225) for low level sectors Night direct route network and City pairs improvement Reorganisation of TSA 2 for more dynamic TSA 2 zones (April 211) 211 performance assessment The capacity baseline was evaluated to be 178 with ESS/Reverse CASA, based on the traffic and delay situation. During the measured period, the average peak 1 hour demand was 193 and the average peak 3 hour demand was 171. A maximum configuration of 15 sectors was opened during the measured period. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +.3% +7.9%.2.2 B: +3.6% +2% H: +6.2% +6.9% No Offered: 178 (+4%) ER LFEEUHL 61,81 min 31% LFEEHR 27,413 min 14% LFEEKE 21,48 min 11% LFEEUF 15,715 min 8% LFEEKN 12,622 min 6% 16, min 14, min 12, min 1, min 8, min 6, min 4, min 2, min min ER ATC ER Weather & Ext Disruptions ER ATC Disruption ER Event s ER ATC Staffing February NOR ANNEX 22

23 19. FYROM SKOPJE & LWSS - and en-route ATFM delays Peak Day Yearly enroute delay (all causes)..... Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Skopje LWSS Evolution (211 v 21) Forecast L: -.2% B: +3.9% H: +8.1% The delays remained at zero during 211. Plan 1% Achieved Comments Controller ratings Airspace structure developments Night routes planned for 212, followed by Free route airspace 213/214 Introduction of 5 NM separation in Skopje FIR No Ready for implementation, following planned refresher training, before summer 212 Reassess and increase the sector capacities following a CAPAN study Optimisation of sectorisation Additional controllers 211 performance assessment Enroute (min. per flight) No No No (% difference v 21) Year -.1%.. +24% -.4%...1 No Potential: 59 (%) Ready for implementation, following planned refresher training, before summer 212 The capacity baseline was measured with NEVAC to be 59, at the same level as last year. The NEVAC capacity baseline reflects the maximum potential capacity of the. The delivered capacity, calculated with ESS, was 48. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 41 during the measured period. A maximum 2 sector configuration was opened. February NOR ANNEX 23

24 2. GEORGIA TBILISI & 12, GEORGIA UGGG : 1, 8, Flights 6, 4, 2, TOTAL YEAR 74,11 73,127 8,254 8,242 77,354 94,361 19,8 TOTAL SUMMER 37,294 37,89 41,869 39,99 4,212 49,824 57,7 Data source: STATFOR 211 Realisation of Plan Tbilisi UGGG Evolution (211 v 21) Enroute (min. per flight) (% difference v 21) STATFOR Forecast Year 13% +15.6% %... No Not measured February NOR ANNEX 24

25 21. GERMANY BREMEN & EDWW - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Bremen EDWW Evolution (211 v 21) Forecast The yearly traffic growth is 2.9%. The average en-route ATFM delay per flight decreased slightly from.4 minutes in 21 to.2 minutes in 211, which was lower than expected but higher than the calculated optimum. Main reason given for delay: staffing (54%). Plan 1% Achieved Comments Split of EIDER and MÜRITZ sectors (EID only used during military exercises or overload situations) Completed New ATS route structure at the Czech-German interface KILNU Completed performance assessment A maximum configuration of 14 en-route sectors and 3 en-route/app- sectors (Hamburg, Hannover) and 3 APP/TMA- sectors (Berlin) was available. Only 11 en-route sectors were opened during the whole year. The ALEL sector was combined, the new sectors EIDER and MÜRITZ LOW only open for military exercises. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: -.9% +2.9%.2.1 B: +2.9% -2% H: +5.7% -.3% No Offered: 151 (% ) ER EDWWHAMC 44,525 min 45% EDWWDBANS 13,511 min 14% EDWWDBAS 7,887 min 8% EDWWDBAD 7,765 min 8% EDWWHEIC 6,275 min 6% 8, min 7, min 6, min 5, min 4, min 3, min 2, min 1, min min ER ATC Staffing ER ATC ER Weather & Ext Disruptions ER ATC Disruption February NOR ANNEX 25

26 22. GERMANY KARLSRUHE & EDUUUAC - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Karlsruhe/ Rhein EDUU UAC Evolution (211 v 21) Forecast The yearly traffic growth is 3.4%. The average en-route ATFM delay per flight decreased from 1.7 minutes during 21 to.5 minutes during 211, which is lower than expected but higher as the calculated optimum. Main given for delay: staffing (47%), special event (VAFORIT) 24%. Plan 11% Achieved Comments Restructure of EBG East, Split SPREE and HAVEL sectors Completed Implementation of FULDA TOP sector Completed Free Route Airspace Karlsruhe/FRAK Direct services established in the eastern sectors Completed Completed New ATS route structure Germany/Poland interface Completed performance assessment Enroute (min. per flight) (% difference v 21) Year L: +.8% +3.4%.5.4 B: +4.4% +4% H: +7.3% +1.7% No Offered: 29 (+11%) A maximum configuration of 26 en-route sectors was available. The implementation phase of P1/VAFORIT continued until February 211 (reason Special Event 24% of the yearly delay). ocation of and Reasons for Enroute ER 17% EDUUFUL1U 112,659 min EDUUFFM3C 95,326 min 14% EDUUWUR1C 82,8 min 12% EDUUFFM24 66,533 min 1% EDUUFFM1C 55,311 min 8% 1,6, min 1,4, min 1,2, min 1,, min 8, min 6, min 4, min 2, min min ER ATC Staffing ER Event s ER Weather & Ext Disruptions ER ATC ER ATC Disruption February NOR ANNEX 26

27 23. GERMANY LANGEN & EDGG - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Langen EDGG Evolution (211 v 21) Forecast The yearly traffic growth is 1.5%. The average en-route ATFM delay per flight increased from.9 minutes in 21 to 1.4 minutes in 211. Reasons given for delays: ATC Staffing (35%), ATC (43%) and Weather (21%). Plan % Achieved Comments Restructure of APP and EBG5 airspace for 4 th RWY Frankfurt Completed Commissioning of new TWR Frankfurt Completed Restructure for 4 th RWY Frankfurt and commissioning of the new RWY 211 performance assessment Completed The traffic growth is from June 211 to last year's level. It is assessed that the offered capacity decreased in 211. A maximum configuration of 24 en-route sectors (including 3 sectors with predominantly military traffic) and 2 en-route/appsectors (Stuttgart) and 1 APP/TMA- sectors (Düsseldorf, Frankfurt, Cologne/Bonn) were opened. Due to staffing issues reduced configurations were operated. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: -.5% +1.5% 1..8 B: +2.8% -3% H: +5.4% -1.2% Offered: 238 (-.4%) ER 35% EDGG1 426,297 min EDGGDLSN 232,296 min 19% EDGG7 228,721 min 19% EDGGRUKIM 47,762 min 4% EDGGSITA 46,733 min 4% 8, min 6, min 4, min 2, min min ER ATC ER ATC Staffing ER Weather & Ext Disruptions ER ATC Disruption ER Event s February NOR ANNEX 27

28 24. GERMANY MUNICH & EDMM - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Munich EDMM Evolution (211 v 21) Forecast The yearly traffic growth is 2.5%. The average enroute ATFM per flight increased slightly from.3 minutes during 21 compared to.5 minutes in 211, which was lower than expected but higher than the calculated optimum. Main given for delay: Weather (65%). Plan 1% Achieved Comments Upgrade of P1/ATCAS system (PSS) SF North & South Completed Implementation of DONAU Megatop and ALPEN Megatop Completed Relocation Upper airspace VOLMuK phase I - New division level sector KEMPTEN and CHIEM - New sector NÖRDLINGEN HIGH - New sector ISAR LOW 211 performance assessment Completed A maximum configuration of 24 en-route sectors and 3 en-route /APP- sectors (Nuremberg, Dresden, Leipzig) and 4 APP/TMAsectors (Munich) was available. Due to Staff Shortage only 25 en-route & /APP sectors were opened during the year. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L:.% +2.5%.3.2 no sig. B: +3.6% impact H: +6.2% +.8% No Offered: 33 (-1%) ER EDMMCHILH 67,382 min 14% EDMMCHIH 56,395 min 12% EDMMALP 48,132 min 1% EDMMALPTM 42,62 min 9% EDMMKPT 38,786 min 8% 3, min 25, min 2, min , min 1, min 5, min min ER Weather & Ext Disruptions ER ATC ER Event s ER ATC Staffing ER ATC Disruption February NOR ANNEX 28

29 25. GREECE ATHENS & LGGG - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Athens LGGG The average en-route delay per flight increased from 1.8 minutes in 21 to 5.2 minutes in 211. Reasons given for delays: 71% for ATC Staffing, 18% for ATC, and 9% for ATC equipment issues. Plan % Achieved Comments Improved ATS route network and airspace management Improved civil/military coordination management scenarios Configuration with 7/8 sectors during some peak periods Partially Mostly 6/7 sector configuration 211 performance assessment Evolution (211 v 21) Forecast Enroute (min. per flight) The capacity baseline of 95 was calculated with ESS / Reverse CASA, based on the traffic and delay situation. The average demand was 11 (peak 3 hour) and 119 (peak 1 hour). A significant capacity gap is remaining in 211. A maximum configuration of 8 sectors was opened. (% difference v 21) Year L: +.2% +1.5% B: +3.5% +7% H: +6.9% +2.8% Offered: 95 (-4%) ocation of and Reasons for Enroute ER LGGGW 275,95 min 18% LGGGKFPL 243,193 min 16% LGGGRDKA 234,393 min 16% LGGGMIL 232,473 min 16% LGGGS 175,26 min 12% 1,2, min 1,, min 8, min 6, min 4, min 2, min min ER ATC Staffing ER ATC ER ATC Disruption ER Weather & Ext Disruptions February NOR ANNEX 29

30 26. GREECE MAKEDONIA & LGMD - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Makedonia LGMD Average en-route delay per flight increased from.6 minutes in 21 to 1.9 minutes in 211. Reasons given for delays: 69% ATC Staffing, 16% for ATC and 14% for ATC Equipment. Plan % Achieved Comments Improved ATS route network and airspace management Improved civil/military coordination management scenarios Configuration with 3/4 sectors during some peak periods 211 performance assessment Evolution (211 v 21) Forecast Enroute (min. per flight) The capacity baseline of 8 was calculated with ESS / Reverse CASA, based on the traffic and delay situation. The average demand was 86 (peak 3 hour) and 94 (peak 1 hour). A maximum configuration of 4 sectors was opened. (% difference v 21) Year L: +1.2% -.6% B: +4.7% +4% H: +8.1% -.5% Offered: 8 (-4%) ocation of and Reasons for Enroute ER LGMDALL 22,887 min 5% LGMDW 18,376 min 25% LGMDE 83,741 min 19% LGMDEML 19,298 min 4% LGMDEMU 8,247 min 2% 35, min 3, min 25, min 2, min 15, min 1, min 5, min min ER ATC Staffing ER ATC ER ATC Disruption ER Weather & Ext Disruptions February NOR ANNEX 3

31 27. HUNGARY BUDAPEST & LHCC - and en-route ATFM delays Peak Day Yearly enroute delay (all causes)..... Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Budapest LHCC Evolution (211 v 21) Forecast L: +1.9% B: +6.1% H: +9.5% The average en-route delay per flight remained at zero in 211. Plan +2% Achieved Comments Enroute (min. per flight) Optimisation of airspace structure Continuous, ongoing job (% difference v 21) Year -1.1% % -1.7%...1 No Offered: 165 (+1%) Recruitment and training of controllers 3 APP and 3 trainees licensed in APP and 5 will start OJT in 212 More than 2 early retirement -mainly from APP- due to changing retirement rules in 212 System upgrade Further development of enhanced OLDI features with Bucharest and Lviv s 211 performance assessment The capacity baseline was measured with ESS, indicating the level of capacity offered during the period. During the measured period, a maximum 6 sector configuration was open in the, the peak 1 hour demand was 151 and the peak 3 hour demand was 137. February NOR ANNEX 31

32 28. IRELAND DUBLIN & EIDW - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Dublin EIDW Average enroute delay per flight remained at zero in 211 as in 21. Plan % Achieved Comments Improvement of route network at Prestwick interface On-going Will be implemented 13 th December 212 ATM System Upgrade On-going recruitment to maintain staff levels FAB with UK/NATS 211 performance assessment Evolution (211 v 21) Forecast Enroute (min. per flight) The capacity baseline was calculated with ESS to be 57, representing the delivered capacity. The peak 1 hour demand was 49 and the peak 3 hour demand was 38. A maximum 2 sector configuration was opened. (% difference v 21) Year L: -.2% +1.6%.. B: +3.6% -4% H: +8.1% -1.5% No Offered: 57 (+1%) ocation of and Reasons for Enroute ER EIDWCTA 743 min 57% EIDWCT 299 min 23% EIDWCTS 242 min 18% EIDWCTN 3 min 2% 1,4 min 1,2 min 1, min 8 min 6 min 4 min 2 min min ER Event s ER ATC Disruption ER Weather & Ext Disruptions February NOR ANNEX 32

33 29. IRELAND SHANNON & EISN - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Shannon EISN Evolution (211 v 21) Forecast L: +1.% B: +3.4% H: +5.6% Enroute (min. per flight) Average enroute delay per flight remained at zero in 211, same as in 21. (% difference v 21) Year +1.6%.. -2% +1.2% No Offered: 114(%) Plan +3% Achieved Comments Extra sectors as required dynamic sectorisation available ATM system upgrade Data-link No To be implemented in February 212 On-going recruitment to maintain staff levels FAB with UK/NATS 211 performance assessment The ESS measured baseline of 114 indicates the capacity available during the measured period. The peak 1 hour demand was 99 and the peak 3 hour demand was 9. A maximum configuration of 7 sectors was opened. February NOR ANNEX 33

34 3. ITALY BRINDISI & LIBB - and en-route ATFM delays Peak Day Yearly enroute delay (all causes)..... Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Brindisi LIBB Average en-route delay per flight remained at zero, the same as during 21. Plan +% Achieved Comments Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs and ENAV Flight Efficiency Plan New DFL at FL325 north east area UL5 Dualisation AOR: modification of SW1 sector upper limit from FL285 to FL35 Regular activity on annual basis Regular activity on annual basis Maximum configuration: 6 sectors if required Not needed 211 performance assessment Evolution (211 v 21) Forecast L: +1.8% B: +4.7% H: +7.2% Enroute (min. per flight) (% difference v 21) Year +1.%.. -4% +1.9%...1 No Potential:117 (%) The capacity offered during the period 211 was enough to meet the demand. The capacity baseline of 117 reflects the potential capacity of the the peak hour demand during 211 remained below this level, demonstrating that there is spare capacity in the system. A maximum 5 sector configuration was opened during peak hours. February NOR ANNEX 34

35 31. ITALY MILAN & LIMM - and en-route ATFM delays Peak Day Yearly enroute delay (all causes)..... Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Milan LIMM Evolution (211 v 21) Forecast Average en-route delay per flight stayed at zero in 211. Enroute (min. per flight) Plan +% Achieved Comments (% difference v 21) Year L: +1.% +1.1%.. B: +4.6% - 3% H: +7.5% +.3%...4 No Potential: 164 (%) Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation Regular activity on annual basis Airspace management and ATS route assessment and/or improvements according to network needs and ENAV Flight Efficiency Plan Regular activity on annual basis PRNAV STARs at Milan Malpensa Maximum configuration: 17 sectors if required 211 performance assessment The capacity offered during the period 211 was enough to meet the demand. The capacity baseline of 164 reflects the potential capacity of the the peak hour demand during 211 remained below this level, demonstrating that there is spare capacity in the system. A maximum 17 sector configuration was opened (6 Terminal + 11 en-route sectors). ocation of and Reasons for Enroute ER LIMMALL 135 min 1% 4, min 3,5 min 3, min 2,5 min 2, min 1,5 min 1, min 5 min min ER ATC Disruption ER Weather & Ext Disruptions February NOR ANNEX 35

36 32. ITALY PADOVA & LIPP - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Padova LIPP Average en-route delay per flight slightly increased to.1 min in 211. Reasons given for delays: 36%. Plan +2% Achieved Comments Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation Airspace management and ATS route assessment and/or improvements according to network needs and ENAV Flight Efficiency Plan New DFL at FL325 Maximum configuration: 12 sectors if required 211 performance assessment Evolution (211 v 21) Forecast Regular activity on annual basis Regular activity on annual basis The capacity baseline of 185 for Padova was calculated with ESS, representing the capacity delivered during the season. During the measured period, the average peak 1 hour demand was 174 and the average peak 3 hour demand was 163. A maximum 12 sector configuration was opened. ocation of and Reasons for Enroute Enroute (min. per flight) (% difference v 21) Year L: +1.2% +4.1%.. no sig. B: +4.3% impact H: +6.7% +2.5%.1..2 No Offered: 185 (+3%) ER 14, min 12, min 1, min 8, min 6, min 4, min 2, min LIPPNLD 14,819 min 72% LIPPCEN 4,24 min 2% LIPPNTL 1,124 min 5% LIPPCTA 426 min 2% LIPPNUS 237 min 1% min ER ATC ER Weather & Ext Disruptions ER ATC Disruption February NOR ANNEX 36

37 33. ITALY ROME & LIRR - and en-route ATFM delays Peak Day Yearly enroute delay (all causes) Yearly enroute delay (all causes) Enroute (minutes per flight) 211 Realisation of Plan Rome LIRR Evolution (211 v 21) Forecast Average enroute delay per flight remained at zero, the same as during 21. Plan +3 % Achieved Comments Assessment of sector loads and lay-out optimisation according to traffic demand and system enablers implementation Enroute (min. per flight) (% difference v 21) Year L: +1.3% -.8%.. no sig. B: +4.7% impact H: +7.1% -.9% No Offered: 242 (+3%) Regular activity on annual basis Airspace management and ATS route assessment and/or improvements according to network needs and ENAV Flight Efficiency Plan Regular activity on annual basis UL5 Dualisation Implementation of P-RNAV in Roma TMA AOR: modification of ESE sector lower limit from FL285 to FL35 Maximum configuration: 2 sectors if required 211 performance assessment The capacity baseline of 242 for Rome was calculated with ESS, representing the capacity delivered during the season. During the measured period, the average peak 1 hour demand was 224 and the average peak 3 hour demand was 213. A maximum 18 sector configuration was opened (4 C, 7 N and 7 S). ocation of and Reasons for Enroute ER LIRRALL 516 min 1% 6 min 5 min 4 min 3 min 2 min 1 min min ER ATC Disruption ER Event s February NOR ANNEX 37