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Performance Plan
Slovakia
Third Reference Period (2020-2024)
Status:
Date of issue:
Draft performance plan (Article 12)
4.37E+04
2
Table of Content
1 INTRODUCTION
1.1 THE SITUATION
1.2 TRAFFIC FORECASTS
1.3 STAKEHOLDER CONSULTATION
1.4 LIST OF AIRPORTS SUBJECT TO THE PERFORMANCE AND CHARGING REGULATION
1.5 SERVICES UNDER MARKET CONDITIONS
1.6 FAB PROCESS
1.7 SIMPLIFIED CHARGING SCHEME
2 INVESTMENTS
3 PERFORMANCE TARGETS AT LOCAL LEVEL
3.1 SAFETY TARGETS
3.1.1 Safety KPI #1: Level of Effectiveness of Safety Management achieved by ANSPs
3.2 ENVIRONMENT TARGETS
3.2.1 Environment KPI #1: Horizontal en route flight efficiency (KEA)
3.3 CAPACITY TARGETS
3.3.1 Capacity KPI #1: En route ATFM delay per flight
3.3.2 Capacity KPI #2: Terminal and airport ANS ATFM arrival delay per flight
3.4 COST-EFFICIENCY TARGETS
3.4.1 Cost efficiency KPI #1: Determined unit cost (DUC) for en route ANS
3.4.2 Cost efficiency KPI #2: Determined unit cost (DUC) for terminal ANS
3.4.3 Pension assumptions
3.4.4 Interest rate assumptions for loans financing the provision of air navigation services
3.4.5 Restructuring costs
3.5 ADDITIONAL KPIS / TARGETS
3.6 INTERDEPENDENCIES AND TRADE-OFFS
4 CROSS-BORDER INITIATIVES AND SESAR IMPLEMENTATION
4.1 CROSS-BORDER INITIATIVES AND SYNERGIES
4.1.1 Planned or implemented cross-border initiatives at the level of ANSPs
4.1.2 Investment synergies achieved at FAB level or through other cross-border initiatives
4.2 DEPLOYMENT OF SESAR COMMON PROJECT
4.3 CHANGE MANAGEMENT
5 TRAFFIC RISK SHARING ARRANGEMENTS AND INCENTIVE SCHEMES
5.1 TRAFFIC RISK SHARING PARAMETERS
5.2 CAPACITY INCENTIVE SCHEMES
5.2.1 Capacity incentive scheme - Enroute
5.2.2 Capacity incentive scheme - Terminal
5.3 OPTIONAL INCENTIVES
6 IMPLEMENTATION OF THE PERFORMANCE PLAN
6.1 MONITORING OF THE IMPLEMENTATION PLAN
6.2 NON-COMPLIANCE WITH TARGETS DURING THE REFERENCE PERIOD
7 ANNEXES
ANNEX A. REPORTING TABLES & ADDITIONAL INFORMATION (EN-ROUTE)
ANNEX B. REPORTING TABLES & ADDITIONAL INFORMATION (TERMINAL)
ANNEX C. CONSULTATION
ANNEX D. LOCAL TRAFFIC FORECASTS
ANNEX E. INVESTMENTS
ANNEX F. BASELINE VALUES (COST-EFFICIENCY)
ANNEX G. PARAMETERS FOR THE TRAFFIC RISK SHARING
ANNEX H. RESTRUCTURING MEASURES AND COSTS
ANNEX I. PARAMETERS FOR THE MANDATORY CAPACITY INCENTIVES
ANNEX J. OPTIONAL KPIs AND TARGETS
ANNEX K. OPTIONAL INCENTIVE SCHEMES
ANNEX L. JUSTIFICATION FOR SIMPLIFIED CHARGING SCHEME
ANNEX M. COST ALLOCATION
ANNEX N. CROSS-BORDER INITIATIVES
ANNEX O. JUSTIFICATIONS FOR THE LOCAL SAFETY TARGETS
ANNEX P. JUSTIFICATIONS FOR THE LOCAL ENVIRONMENT TARGETS
ANNEX Q. JUSTIFICATIONS FOR THE LOCAL CAPACITY TARGETS
ANNEX R. JUSTIFICATIONS FOR THE LOCAL COST-EFFICIENCY TARGETS
ANNEX S. INTERDEPENDENCIES
ANNEX T. OTHER MATERIAL
ANNEX Z. CORRECTIVE MEASURES*
* Only as per Article 15(6) of the Regulation
3
State name
Status of the Performance Plan
Date of issue
Date of adoption of Draft
Performance Plan
Date of adoption of Final
Performance Plan
Peter Pellegrini, Prime Minister of
Slovakia
Additional comments
Version Date Reason for change
v1.0 16/07/2019 Draft for the stakeholder consultation
There are no additional comments.
Document change record
Signatories
Performance plan details
Slovakia
Draft performance plan (Article 12)
16/07/2019
16/07/2019
We hereby confirm that the present performance plan is consistent with the scope of Regulation (EU) No 2019/317 pursuant to Article 1 of
Regulation (EU) No 2019/317 and Article 7 of Regulation (EC) No 549/2004.
Name, title and signature of representative
4
1.1 The situation
1.1.1 - List of ANSPs and geographical coverage of services
1.1.2 - Other entities in the scope of the Performance and Charging Regulation as per Article 1(2) last para.
1.1.3 - Charging zones (see also 1.4-List of Airports)
1.1.4 - Other general information relevant to the plan
1.2 - Traffic Forecasts
1.2.1 - En route
1.2.2 - Terminal
1.3 - Stakeholder consultation
1.3.1 - Overall outcome of the consultation of stakeholders on the performance plan
1.3.2 - Specific consultation requirements of ANSPs and airspace users on the performance plan
1.3.3 - Consultation of stakeholder groups on the performance plan
1.4 - List of airports subject to the performance and charging Regulation
1.4.1 - Airports as per Article 1(3) (IFR movements ≥ 80 000)
1.4.2 Other airports added on a voluntary basis as per Article 1(4)
1.5 - Services under market conditions
1.6 - Process followed to develop and adopt a FAB Performance Plan
1.7 - Establishment and application of a simplified charging scheme
1.7.1 - Scope of the simplified charging scheme
1.7.2 - Conditions for the application of the simplified charging scheme
Annexes of relevance to this section
ANNEX C. CONSULTATION
ANNEX D. LOCAL TRAFFIC FORECASTS
ANNEX L. JUSTIFICATION FOR SIMPLIFIED CHARGING SCHEME
SECTION 1: INTRODUCTION
5
1 - INTRODUCTION
NSA(s) responsible for drawing up the
Performance Plan
1.1.1 - List of ANSPs and geographical coverage and services
Number of ANSPs
ANSP name Services
LPS SR ASM, ATFM, ATC,
FIS, Alerting Services,
AIS, SAR, CNS
SHMUMET
Cross-border arrangements for the provision of ANS services
1
ANSP Name
LPS SR
1
ANSP Name
HungaroControl
1.1.2 - Other entities in the scope of the Performance and Charging Regulation as per Article 1(2) last para.
Number of other entities
Entity name Domain of activity
Transport AuthorityNational Supervisory
Authority
EUROCONTROL NM, CRCO
1.1.3 - Charging zones (see also 1.4-List of Airports)
En-route 1
En-route charging zone 1
Terminal 0
1.1.4 - Other general information relevant to the plan
1.1 - The situation
Transport Authority, Slovak Republic
Geographical scope
Letové prevádzkové služby Slovenskej republiky, štátny podnik (LPS SR) is responsible
for the provision of en-route services to civil air traffic within FIR Bratislava and
terminal services at the airports LZIB, LZKZ, LZTT, LZPP and LZZI.
The area of the Slovak Hydrometeorological Institute (SHMU) responsibility includes
FIR Bratislava and airports LZIB, LZKZ, LZTT, LZPP and LZZI.
Description and scope of the cross-border arrangement
ANSPs established in another Member State providing services in one or more of the State's FIRs
Description and scope of the cross-border arrangement
Number CB arrangements where ANSPs from another State provide services in the State
ATS within Kosice TMA 2 are provided by Kosice APP, as described in the AIP SR, ENR 2.
2
ANSPs providing services in the FIR of another State
Number CB arrangements where ANSPs provide services in an other State
Number of terminal charging zones
2
Number of en-route charging zones
Slovakia
Rationale for inclusion in the Performance Plan
Determined costs of this entity are included in the cost base chargeable to AUs. NSA is
responsible for Performance plan development, target setting, oversight of ANSPs,
other functions as required by applicable legislation.
Determined costs of this entity are included in the cost base chargeable to AUs.
ATS within RUTOL AREA are provided by Budapest ATCC, as described in the AIP SR, ENR 2. Search and rescue
coordination and operations provided by appropriate authorities of the Slovak Republic.
6
There are no additional comments.
Additional comments
7
En route Charging zone 1
En route traffic forecast
STATFOR Base forecast FEB 2019 (Flight Plan 2017-19, Actual Route 2020-
2024) 2017A 2018A 2019 2020 2021 2022 2023 2024
CAGR
2019-2024
IFR movements (thousands) 515 567 605 633 647 664 680 696 2.8%
IFR movements (yearly variation in %) 10.1% 6.7% 4.6% 2.3% 2.6% 2.3% 2.4%
En route service units (thousands) 1,189 1,296 1,375 1,452 1,491 1,535 1,577 1,620 3.3%
En route service units (yearly variation in %) 9.0% 6.1% 5.5% 2.7% 3.0% 2.7% 2.7%
Not applicable.
1.2 - Traffic Forecasts
STATFOR Base forecast FEB 2019 (Flight Plan 2017-19, Actual Route 2020-2024)
Slovakia
1.2.1 - En route
1.2.2 - Terminal
8
1.3.1 - Overall outcome of the consultation of stakeholders on the performance plan
1.3.2 - Specific consultation requirements of ANSPs and airspace users on the performance plan
Topic of consultation Applicable Results of consultation
No
Charging policy Yes
Yes
Yes
Yes
No
Yes
No
No
Yes
1.3.3 - Consultation of stakeholder groups on the performance plan
Stakeholder group composition
Dates of main meetings /
correspondence
Main issues discussed
Actions agreed upon
Points of disagreement and reasons
Final outcome of the consultation
Stakeholder group composition
Dates of main meetings /
correspondence
Main issues discussed
Actions agreed upon
Points of disagreement and reasons
Final outcome of the consultation
Symmetric range ("dead band") for the purpose of the mandatory
incentive scheme on capacity
Establishment or modification of charging zones
Where applicable, values of the modulated parameters for the
traffic risk sharing mechanism
Where applicable, decision to apply the simplified charging scheme
#1 - ANSPs
Additional comments
New and existing investments, and in particular new major
investments, including their expected benefits
1.3 - Stakeholder consultation
Establishment of determined costs included in the cost base for
charges
Maximum financial advantages and disadvantages for the
mandatory incentive scheme on capacity
Where applicable, decision to diverge from the STATFOR base
forecast
Not applicable in this version. Will be described after the consultation(s).
Description of main points raised by stakeholders and explanation of how they were taken into account in developing the performance plan
Where applicable, decision to modulate performance targets for
the purpose of pivot values to be used for the mandatory incentive
scheme on capacity
#2 - Airspace Users
Additional comments
9
Stakeholder group composition
Dates of main meetings /
correspondence
Main issues discussed
Actions agreed upon
Points of disagreement and reasons
Final outcome of the consultation
Stakeholder group composition
Dates of main meetings /
correspondence
Main issues discussed
Actions agreed upon
Points of disagreement and reasons
Final outcome of the consultation
Stakeholder group composition
Dates of main meetings /
correspondence
Main issues discussed
Actions agreed upon
Points of disagreement and reasons
Final outcome of the consultation
Stakeholder group composition
Dates of main meetings /
correspondence
Main issues discussed
Actions agreed upon
Points of disagreement and reasons
Final outcome of the consultation
#3 - Professional staff representative bodies
Additional comments
#4 - Airport operators
Additional comments
#5 - Airport coordinator
Additional comments
#6 - Other (specify)
Additional comments
10
1.4 - List of airports subject to the performance and charging Regulation
1.4.1 - Airports as per Article 1(3) (IFR movements ≥ 80 000)
ICAO code Airport name Charging Zone 2016 2017 2018 Average
1.4.2 Other airports added on a voluntary basis as per Article 1(4)
Number of airports
ICAO code Airport name Charging Zone
Additional comments
Slovakia has no airport with at least 80.000 IFR movements per year where the Performance and Charging Regulation (Implementing Regulation
2019/317) applies to terminal ANS by default. In addition, Slovakia decided to not apply the provisions of the Regulation to terminal ANS at any
airport within the country with fewer than 80.000 IFR movements per year.
IFR air transport movements
0
Additional information
11
1.5 - Services under market conditions
Number of services under market conditions 0
12
1.6 - Process followed to develop and adopt a FAB Performance Plan
Not applicable
Description of the process
13
1.7 - Establishment and application of a simplified charging scheme
Is the State intending to establish and apply a simplified charging scheme for any charging zone/ANSP?No
14
2.1 - Investments - LPS SR
2.1.1 - Summary of investments
2.1.2 - Detail of new major investments
2.1.3 - Other new and existing investments
2.2 - Investments - SHMU
2.2.1 - Summary of investments
2.2.2 - Detail of new major investments
2.2.3 - Other new and existing investments
Annexes of relevance to this section
ANNEX E. INVESTMENTS
NOTE: The requirements as per Annex II, 2.2.(c) are addressed in item 4.1.2
SECTION 2: INVESTMENTS
15
2.1 - Investments - LPS SR
2.1.1 - Summary of investments
2020 2021 2022 2023 2024 Enroute Terminal
1 Data Link Service Implementation 5,869,600 5,869,600 0 8,698 175,432 732,526 732,526 8 92% 8% 31/12/2022
5,869,600 5,869,600 0 8,698 175,432 732,526 732,526
14,864,431 14,864,431 381,635 1,317,333 2,395,164 2,334,782 2,357,660
19,503,272 19,503,272 7,300,311 7,134,735 6,688,849 7,492,480 7,281,562
40,237,303 40,237,303 7,681,946 8,460,766 9,259,446 10,559,788 10,371,748
2.1.2 - Detail of new major investments
Yes
No
Yes
Replacement
investment
Master Plan (non-
PCP)
Allocation (%)*
* The total % enroute+terminal should be equal to 100%.
Value of the
assets allocated to
ANS in the scope
of the PP
#
Sub-total of new major investments
above (1)
Sub-total other new investments (2)
Sub-total existing investments (3)
Total new and existing investments (1)
+ (2) + (3)
If investment in ATM system, type?
Description of the asset
Benefits for airspace users and results of the consultation of
airspace users' representatives
NOTE: Section 1.3 (Stakeholder Consultation) should include details on the consultation with airspace users' representatives on new major investments.
Data Link Service Implementation in the ATM system
Name of new major investment 1 Data Link Service Implementation Total value of the asset 5,869,600 €
Joint investment / partnership
Investment in ATM systems
The investment is mandated by a SES Regulation (i.e.
PCP/Interoperability)? Ref. to the Regulation and, if funded
through Union assistance programmes, ref. to the relevant
grant agreement.)
1Number of new major investments
Planned date of
entry into
operation
Name of new major investment
(i.e. above 5 M€)
Total value of the asset
(capex or contractual
leasing value)
Determined costs of investment (i.e. depreciation, cost of capital and cost of leasing) (in
national currency)Lifecycle
(Amortisation
period in years)
If investment in ATM system, Reference to European
ATM Master Plan / PCP
16
2.1.3 - Other new and existing investments
Maintaining the high-quality level in provision of air navigation services during the third reference period (2020 – 2024) in terms of the European ATM Master Plan and SES
legislation will be supported by investment projects including:
- Enhancement of the Free Route Airspace concept;
- Establishment of technological infrastructure for essential System Wide Information Management applications;
- Improvement services and procedures related to cybersecurity in ATM;
- Enhancement of ADS-B / MLAT coverage;
- Improvement of VoIP deployment;
- Further support of GNSS implementation.
Together with activities in the above-mentioned domains of development, some projects started in RP2 are going to be concluded in coming years. Particularly, the DLS
service implementation is currently at appropriate level of development, however intended real usage still requires certain effort. Deployment of VoIP, due to numerous
complex requirements on its interoperability and communication performance, will need more practical solutions of which operational availability depends on cooperation
among manufactures of voice communication switch technology, radio ground stations and recording systems. Their impact on the related projects is significantly higher
than was estimated when these projects had been started. Based on test results of the VoIP pilot platform operation the original project on VoIP implementation and VCSs
upgrade has been revised.
Another group of projects is planned on gradual upgrade of the communication infrastructure and information technology to be capable to accommodate both technical
and operation measures of the cybersecurity and requirements of the SWIM applications and services. Some infrastructural systems and their components will be
replaced due to reaching the end of their operational lives.
The 2020-2024 New Investments Summary can be found in Annex E. Investments.
Description and justification of the costs nature and benefits of
other new and existing investments in fixed assets planned over
the reference period
17
2.2 - Investments - SHMU
2.2.1 - Summary of investments
2020 2021 2022 2023 2024 Enroute Terminal
N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
0 0 0 0 0 0 0
1,269,400 1,269,400 364,000 316,700 250,700 288,000 50,000
0 0 0 0 0
1,269,400 1,269,400 364,000 316,700 250,700 288,000 50,000
2.2.2 - Detail of new major investments
2.2.3 - Other new and existing investments
Description and justification of the costs nature and benefits of
other new and existing investments in fixed assets planned over
the reference period
Other and new investments of SHMU will be focused on:
• The modernization of existing AWOS MET equipment (transmissometers/forwardscattermeters, ceilometers, anemometers, HD cameras for weather monitoring,
electronic barometers, etc.).
• The purchase and installation of wind profiler (to cover the rest of the input costs for LZTT).
Additional notes:
• The value of investment costs is estimated and will depend on the result of public procurement.
• The investment costs will be divided (into operating costs) proportionally to each year of the RP3 (this will prevent significant year-on-year differences, except for the
year 2024).
• Due to the fact that SHMU, and its division AMS, is government subsidized organization, it is not eligible to draw a bank loan or other external form of financing.
Therefore, when there is a need to acquire new equipment (e.g. in year 2020 for 100,000 euro), only way how to finance it is directly through ANS fees (thus cash amount
of 100,000 euro needs to be obtained in 2020). From this reason, any acquisition of new equipment is presented in item “Other operating cost” in 2020 in amount 100,000
euro as opposed to presenting depreciation relating to that asset in the item “Depreciation” (i.e. if depreciation period is 4 years, depreciation in 2020-2023 would be
annually 25,000 euro, but SHMU presents and claims annually zero). Such presentation of costs is practically on cash basis as opposed to accrual basis; however, as the
purchases of equipment are evenly spread over the upcoming years, final effect of both methods in long term basis will arrive in the same result. Note that SHMU do not
claim the cost of capital.
#Name of new major investment
(i.e. above 5 M€)
Total value of the asset
(capex or contractual
leasing value)
Value of the
assets allocated to
ANS in the scope
of the PP
Sub-total existing investments (3)
Total new and existing investments (1)
+ (2) + (3)
* The total % enroute+terminal should be equal to 100%.
NOTE: Section 1.3 (Stakeholder Consultation) should include details on the consultation with airspace users' representatives on new major investments.
Determined costs of investment (i.e. depreciation, cost of capital and cost of leasing) (in
national currency)Lifecycle
(Amortisation
period in years)
Allocation (%)*
There are no new major investments planned for RP3.
Planned date of
entry into
operation
Sub-total of new major investments
above (1)
Sub-total other new investments (2)
18
3.1 - Safety targets
3.1.1 - Safety KPI #1: Level of Effectiveness of Safety Management achieved by ANSPs
3.2 - Environment targets
3.2.1 - Environment KPI #1: Horizontal en route flight efficiency (KEA)
3.3 - Capacity targets
3.3.1 - Capacity KPI #1: En route ATFM delay per flight
3.3.2 - Capacity KPI #2: Terminal and airport ANS ATFM arrival delay per flight
3.4 - Cost efficiency targets
3.4.1 - Cost efficiency KPI #1: Determined unit cost (DUC) for en route ANS
En Route Charging Zone #x
3.4.2 - Cost efficiency KPI #2: Determined unit cost (DUC) for terminal ANS
Terminal Charging Zone #x
3.4.3 - Pension assumptions
3.4.4 - Interest rate assumptions for loans financing the provision of air navigation services
3.4.5 - Restructuring costs
3.5 - Additional KPIs / Targets
3.6 - Description of KPAs interdependencies and trade-offs including the assumptions used to assess those trade-offs
3.6.1 - Interdependencies and trade-offs between safety and other KPAs
3.6.2 - Interdependencies and trade-offs between capacity and environment
3.6.3 - Interdependencies and trade-offs between cost-efficiency and capacity
3.6.4 - Other interdependencies and trade-offs
Annexes of relevance to this section
ANNEX A. REPORTING TABLES & ADDITIONAL INFORMATION (EN-ROUTE)
ANNEX B. REPORTING TABLES & ADDITIONAL INFORMATION (TERMINAL)
ANNEX F. BASELINE VALUES (COST-EFFICIENCY)
ANNEX H. RESTRUCTURING MEASURES AND COSTS
ANNEX M. COST ALLOCATION
ANNEX J. OPTIONAL KPIs AND TARGETS
ANNEX O. JUSTIFICATIONS FOR THE LOCAL SAFETY TARGETS
ANNEX P. JUSTIFICATIONS FOR THE LOCAL ENVIRONMENT TARGETS
ANNEX Q. JUSTIFICATIONS FOR THE LOCAL CAPACITY TARGETS
ANNEX R. JUSTIFICATIONS FOR THE LOCAL COST-EFFICIENCY TARGETS
SECTION 3: PERFORMANCE TARGETS AND MEASURES FOR THEIR ACHIEVEMENT
19
3.1 - Safety targets
3.1.1 - Safety KPI #1: Level of Effectiveness of Safety Management achieved by ANSPs
a) Safety national performance targets
b) Detailed justifications in case of inconsistency between local and Union-wide safety targets
c) Main measures put in place to achieve the safety performance targets
Annexes of relevance to this section
ANNEX O. JUSTIFICATIONS FOR THE LOCAL SAFETY TARGETS
SECTION 3.1: SAFETY KPA
20
3 - PERFORMANCE TARGETS AT LOCAL LEVEL
3.1 - Safety targets
3.1.1 - Safety KPI #1: Level of Effectiveness of Safety Management achieved by ANSPs
a) Safety performance targets
Number of Air Traffic Service Providers
Safety policy and objectives N/A N/A N/A N/A C
Safety risk management N/A N/A N/A N/A D
Safety assurance N/A N/A N/A N/A C
Safety promotion N/A N/A N/A N/A C
Safety culture N/A N/A N/A N/A C
Additional comments
b) Detailed justifications in case of inconsistency between local and Union-wide safety targets
c) Main measures put in place to achieve the safety performance targets
1
Slovakia has either met or exceeded the safety targets during RP2. The safety processes meet the high standards and it is expected that Slovakia will be able to
meet the European targets in the safety domain without difficulties. The processes will continue to develop to enable meeting and exceeding the expectations.
Slovakia has already achieved a very good level of mandatory and voluntary reports and will maintain set trend. There are three entities involved in occurrence
reporting - LPS SR, the Transport Authority (TA) and the Aviation and Maritime Investigation Authority (AIB). LPS SR has an internal procedure whereby all
occurrences are sent to the AIB. The AIB then assigns an identification number in the ECCAIRS 5 system and forwards it to the TA, where a competent employee
enters data into ECCAIRS 5. The TA uses the EASTER system to generate AST from ECCAIRS 5. This procedure has been in place for five years. Within Just Culture in
Slovakia, a system of voluntary reports has been established via the web portal of the TA. KPI occurrences are evaluated by RAT methodology. Trends are
monitored by AST and evaluated on a half yearly basis. Slovakia also uses the ALS/TLS system for occurrences.
LPS SRThe targets in 2024 have been set in accordance with the COMMISSION
IMPLEMENTING DECISION (EU) 2019/903 of 29 May 2019. The data for the years
2020-2023 are not available and the targets will be published once the expected
AMC and guidance is available.
There is no inconsistency between local and Union-wide safety targets. Local safety performance targets respect the COMMISSION IMPLEMENTING DECISION (EU)
2019/903 of 29 May 2019.
21
3.2 - Environment targets
3.2.1 - Environment KPI #1: Horizontal en route flight efficiency (KEA)
a) Environment national performance targets
b) Detailed justifications in case of inconsistency between national targets and national reference values
c) Main measures put in place to achieve the environment performance targets
Annexes of relevance to this section
ANNEX P. JUSTIFICATIONS FOR THE LOCAL ENVIRONMENT TARGETS
SECTION 3.2: ENVIRONMENT KPA
22
3.2 - Environment targets
3.2.1 - Environment KPI #1: Horizontal en route flight efficiency (KEA)
a) National environment performance targets
2020 2021 2022 2023 2024
Target Target Target Target Target
2.10% 2.05% 1.99% 1.99% 1.99%
2.10% 2.05% 1.99% 1.99% 1.99%
b) Detailed justifications in case of inconsistency between national targets and national reference values
c) Main measures put in place to achieve the environment performance targets
Slovakia has been a part of the SEEN FRA area enabling the airspace users to plan their flights freely across the airspace of 4 states - Bulgaria, Hungary,
Romania and Slovakia, from 6 December 2018. From April 2019, 24-hour FRA (BRAFRA) has been implemented within Slovakian airspace, which is
mentioned as one of the major improvement projects in the European Network Operations Plan 2019-2024 implemented during the Winter of 2018/19.
LPS SR plans to extend the SEEN FRA availability for longer periods of day (from 00:00-06:00 to 21:00-07:00). From 7 November 2019 the three countries
initiating the SEEN FRA programme (Bulgaria, Hungary and Romania) will extend the availability of cross-border FRA operations across the entire day with
the introduction of the South East Europe Free Route Airspace (SEE FRA) project. Slovakia is expected to join the 24-hour cross-border FRA environment in
2021/2022, subject to evaluation of the experience gained from SEEN FRA.
On FAB CE level, enhanced sectorisation is planned to be implemented in accordance with the FAB CE Airspace Plan. Particularly, LPS SR experts and the
NM are involved in a FAB CE airspace redesign task force, which has been set up recently to address the Central/South East Europe airspace restructuring
project which is expected to impact both capacity and environment.
There is no inconsistency between national targets and national reference values. National environment performance targets respect the "Reference
values for the average horizontal flight efficiency on the actual trajectory (KEA) for the third reference period (RP3)" published on 5 July 2019.
However, it needs to be noted that in the current environment and with respect to the plan to achieve the 24-hour cross-border FRA within the RP3, LPS
SR will have limited scope for additional significant improvement of the horizontal en route flight efficiency. This will mostly depend on other factors
outside of the ANSP's control such as airspace users' decision making and route choices, weather or NM measures. The experience from RP2 shows a
strong correlation between the observed weather phenomena (especially CBs during summer period) and the actual trajectories flown, thus deviating
significantly from the originally filed flight planned routes. Moreover, the impact of the geopolitical developments and the resulting variety of traffic
flows led to unfavourable trajectories.
The KEP indicator, although not RP2 monitored, shows a continues improvement in Slovakia from 4.01% in 2014 to 3.72% in 2018. This doubtlessly proves
the positive effect of permanent Airspace Design improvements like SEEN FRA and other regional initiatives, such as SECSI FRA, in the FAB CE region and
beyond. For various reasons, this offer has not been adequately used by all airspace users. LPS SR will continue investing significant effort into improving
its services and ensuring the airspace users can plan their preferred routes without any significant limitations.
National reference values
National targets
23
3.3 - Capacity targets
3.3.1 - Capacity KPI #1: En route ATFM delay per flight
a) Capacity national performance targets
b) Detailed justifications in case of inconsistency between national targets and national reference values
c) Main measures put in place to achieve the target for en-route ATFM delay per flight
d) ATCO planning
3.3.2 - Capacity KPI #2: Terminal and airport ANS ATFM arrival delay per flight
a) Capacity national performance targets
b) Contribution to the improvement of the European ATM network performance
c) Main measures put in place to achieve the target for terminal and airport ANS ATFM arrival delay per flight
Annexes of relevance to this section
ANNEX Q. JUSTIFICATIONS FOR THE LOCAL CAPACITY TARGETS
SECTION 3.3: CAPACITY KPA
24
3.3 - Capacity targets
3.3.1 - Capacity KPI #1: En route ATFM delay per flight
a) National capacity performance targets
2020 2021 2022 2023 2024
Target Target Target Target Target
National reference values 0.18 0.19 0.16 0.09 0.10
National targets 0.60 0.60 0.50 0.30 0.10
b) Detailed justifications in case of inconsistency between national targets and national reference values
There is currently a capacity gap in the Bratislava ACC which is mentioned in the latest European Network Operation Plan 2019-2024 published in June
2019 as one of the 19 ACCs expected to generate delays at higher levels than the network capacity requirements. The ENOP foresees that due to the
unforeseen increase of traffic over the past years, particularly in summer 2018, structural lack of capacity might be anticipated for Bratislava ACC for
the period of 2019-2024, especially based on the current routes scenario. The forecasted delay is between 0.71-0.80 min/flight in 2019-2020
(compared to the reference values of 0.10 min/flight in 2019 and 0.18 min/flight in 2020) and around 0.92-1.54 min/flight in 2021-2024 (compared to
the reference values of 0.19-0.10 min/flight). Main reasons for the expected lack of capacity are continuous high traffic demand and lack of available
ATCOs. The lack of ATCOs is a consequence of the focus on improving cost efficiency during RP1 and early years of RP2 when there was a significant
capacity surplus in the ACC. LPS SR strived to identify potential market opportunities that would generate additional revenues and contribute to
reducing the chargeable cost base for users. With the accelerated growth of traffic, LPS SR has revisited its strategy and made changes in the ATCO
selection and recruitment process, as well as changes to the training processes as its highest priority in order to ensure the needed capacity. To
address the structural lack of capacity and ATCO shortage, LPS SR has initiated a number of improvement measures and intensified the recruitment
process (these measures are further described in the following sections). Implementation of these changes however took longer time and the
recruitment and training capacity was overtaken by the very high traffic growth, notably in 2018 when Bratislava ACC experienced an increase of
11.7% in traffic during the Summer period. This resulted in a widening of the capacity gap and increase of delays beyond the expectations. The
proposed changes in the recruitment and training process are expected to bring the benefits, however, the capacity gap is expected to start reducing
around in 2022. Due to these facts and the expected capacity gap in the coming period, Slovakia decided to deviate the national targets from the
national reference values, especially for the first two years of the RP3 which will be followed by continuous descent to meet the national reference
value at the end of RP3.
Slovakia understands that the inconsistency between national targets and national reference values will not be appreciated by the airspace users,
however, the reference values are considered as highly unrealistic. In order to support this case and prove that this step is not aimed at generating
any bonuses for lack of performance, Slovakia decided to apply a "penalty-only" capacity incentive scheme for en-route, which is further described in
Section 5.2.1.
Over the first four years of RP2 (2015 – 2018) the cumulative traffic growth in Slovakia was 30.0% (even above the STATFOR High scenario for the
given period). Yet, Slovakia has had an excellent track record in terms of handling the strong traffic growths for most of the RP2 so far. In 2015, the
actual en-route delay was 0.08 min/flight compared to the target value of 0.1 min/flight, in 2016 it was 0.03 min/flight compared to the target of 0.1
min/flight, while in 2017 there was a 0.03 min/flight delay compared to the planned 0.1 min/flight. The excellent track record, recognized also by PRB
in its Advice to the Commission on Union-wide Targets from September 2018, has to be viewed also in the light of the virtually overnight change in
traffic caused by the closure of the Ukrainian airspace following the MH17 flight incident in July 2014.
Year 2018 again saw a continuous significant traffic growth of approximately 10.1% (11.7% during Summer 2018) in Slovakia, when the delay target
was not met for the first time in RP2. The annual target delay for 2018 was planned at 0.1 min/flight, while the actual delay was at 0.21 min/flight. The
worsened performance in 2018 can be attributed to several external factors. Certainly, the most important contributor was almost the double actual
traffic growth (10.1%) compared to the planned increase of 5.4% for 2018 (which was already the high scenario value). Another major factor, which
saw an unprecedented increase, was the weather which constituted 36% of the delay in Slovakia in 2018. These two major factors combined in turn
placed a huge demand on the available capacity, which was planned, provided and available according to the levels planned in the Performance Plan
for RP2. The available capacity could thus not be further stretched in a short-term manner in such a way that accommodating the additional traffic
and peak periods would not generate delays above the target.
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In any case, it needs to be emphasized that meeting the expected performance and national targets for en-route ATFM delay per flight also depends
on other factors which are not under direct control of the local ANSP(s). These are mainly:
• Continuous traffic growth: in terms of volume (cumulative growth of 30.0% between 2015 and 2018; more recently also the effects of the NM
measures (while minor for Slovakia in 2018, the impact is expected to be higher in 2019 and beyond)) but also in terms of complexity;
• Nature of the traffic: both in terms of high traffic volatility (seasonally, but also from the week/day/hour distribution perspective) and high
unpredictability (long-term predictability issues with flights from Russia and the various airspace closures (e.g. Eastern Ukraine, Syria, Libya); short-
term predictability issues with airspace users not adhering to their flight plans which causes high complexity in planning of the sector opening
scheme; additional impacts of actions by the NM and upstream ANSPs);
• Weather: it is expected that recent trend of increasingly frequent disruptive weather will continue to further impact the performance and
consequently the capacity in a noteworthy way; disruptions in surrounding FIRs need to be considered due to unpredictable re-routing of traffic
through the Slovak airspace.
• Outcomes of the FAB CE Airspace Task Force: possible changes to the most optimum airspace structure and associated uncertainties might stem
also from the application of recommendations from European Airspace Architecture Study, especially, from the Airspace Structural Bottlenecks
project led by NM (Central-South East Europe airspace - Project 3).
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c) Main measures put in place to achieve the target for en-route ATFM delay per flight
d) ATCO planning
Actual
Bratislava (LZBB ACC) 2018 2019 2020 2021 2022 2023 2024
Number of additional ATCOs in OPS planned to start
working in the OPS room (FTEs)- 10.6 6.3 2.0 0.7 6.0
Number of ATCOs in OPS planned to stop working in the
OPS room (FTEs)0.7 1.7 - 1.3 - -
Number of ATCOs in OPS planned to be operational at
year-end (FTEs)54.3 53.6 62.6 68.8 69.5 70.2 76.2
In the long-term:
• Intensive ATCO recruitment and training will continue to ensure both the necessary ATCO retention along with adding additional ATCOs necessary
to handle the increased capacity demands and decrease the ATCO overtimes (which increased in average from 49 hrs/ATCO in 2015 to 137 hrs/ATCO
in 2018).
• Following the ATM system hardware upgrade, Air/Ground DataLink (AGDL) functionality will be fully operational in 2021. Following the AGDL
implementation outcome and experience gained from another ANSPs, a revaluation and increase of physical sector capacity is expected in 2022.
• LPS SR will continue implementing improved ATFCM techniques, including STAM throughout the RP3. DAM/STAM project has been concluded in
cooperation with FAB CE partners in 2019.
• Procedure designers will continue improving route network and sectorisation of Slovak airspace in coordination with the NM. Assuming the planned
increase in the number of ATCOs by 2021, it will be possible to increase the number of available sectors in the peak periods to 7 in 2022 (after AGDL
training and implementation in 2021), with a goal of 8 sectors available in the end of RP3 (currently, max 5 sectors are opened in the peak periods).
• On FAB CE level, enhanced sectorisation will continue being implemented in accordance with the FAB CE Airspace Plan. Particularly, a FAB CE
airspace redesign task force, with involvement of LPS SR experts, has been set up recently to address the Central/South East Europe airspace
restructuring project. The results of these activities are however not known at the time of preparation of this Performance Plan.
• LPS SR will continue with FRA implementation according to PCP.
In addition to the measures above, LPS SR will remain engaged in every initiative, be it on national, regional or European level that would meaningfully
contribute to providing sufficient capacity to its customers.
Planning
A number of measures is planned to be put in place to achieve the national targets for en-route ATFM delay per flight within the third reference
period. In the short-term:
• Sufficient level of ATCO staff is a crucial precondition for provision of sufficient capacity to customers. In the RP3, LPS SR will take all the steps
necessary to reach optimal number of ATCO staff – addressing current insufficiency as well as training additional ATCO personnel in order to meet the
increased demand for capacity (see the following section for more details).
• In 2020, horizontal East/West sector configuration will be introduced in order to better accommodate the change in flight patterns and divide the
busiest sector in 2017 and 2018. This way needs of LPS SR’s customers will be better served.
• LPS SR has also been investing significant effort in optimization of sectors opening times so that increased capacity can be provided in a more
flexible manner respecting the current needs reassessed on a weekly basis. More sectors can then be opened at certain times to better handle the
peak periods and expected demand.
• In the first year of the RP3, ATM system hardware upgrade will be finalized, having positive impact on capacity by reducing the ATCO workload.
• LPS SR connection to SEENFRA has been already implemented along with the launch of BRAFRA. LPS SR will consider extending SEEN FRA availability
for longer periods of the day according to the common decision making process with the partners involved in SEEN FRA. The other X-border FRA
options will be considered if the proposal arises.
Additional comments
As described in the above sections, the lack of available ATCOs is one of the main reasons affecting the current capacity gap within the Slovak
airspace. There are currently 53.6 ATCOs in FTE. By 2024, the goal number of ATCOs with ACS qualification category at ACC Bratislava is 76.2 in FTE
(taking into account the natural loss of employees due to retirement).
Changes to the ATCO selection and training process were already initiated in 2017/2018 and are continually adjusted. The whole training was slightly
reduced timewise, while approach to the selection process and methodology was changed. The selection process consists of 7 qualitative and
selective stages, instead of 5 in the past. Due to these changes, the selection process for ATCO training success rate is now at 1% (compared to 11%
before), but less ATCO students are now expected to drop out in the later stages of the training compared to the past. The changes to the selection
process are accompanied with continuous recruitment, publicly advertised in the media, brining 4 times more applicants than before. From 1/2018
until 3/2019 LPS SR registered 1700 applicants for the ATCO training. In 2018, 9 applicants were admitted to training (7 continuing in the training),
while 10 have been admitted so far in 2019 (6 continuing in the training). There are currently 6 students in OJT training at ACC Bratislava.
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In addition, LPS SR actively participates in dedicated working groups within ICAO and EU that deal with the issue of "Next Generation of Aviation
Professionals". This is bringing new knowledge and best practices from other partners and experts in the field and allows a continuous improvement
of both recruitment and training processes.
In order to make the training more effective, there were changes made in the training structure as well. Due to the need to increase the success rate
of new ATCOs at ACC Bratislava, PRE-INITIO training was included in the overall training process from April 2018. The aim of this training is to verify
the abilities of candidates selected for ATCO position at ACC Bratislava (to confirm the selection procedure). Successful completion of PRE-INITIO
training is a prerequisite for the inclusion of candidates selected for ACC Bratislava in Initial Training. During this training, the instructors from ACC
Bratislava assess the students in areas such as the ability to maintain a situational awareness, identify conflicts in a timely manner, manage stress,
become aware of responsibility and cooperate in team. At the same time, during this training, the candidates are better exploring details of the work
of an ATCO, which leads to a better understanding of the topics in Basic Training.
The assessment of the practical exercises changed as well with the purpose to increase the success rate. The system is newly set up so that the
students complete a block of unrated exercises during which the instructor teaches them and leads to the achievement of the set goals. Each block of
unrated exercises is followed by a summary evaluation during which the evaluator evaluates whether the individual student achieves the desired
goals. Until this change came into effect, the system was set up so that every one of the exercises that the students completed were assessed by the
instructor through the so-called "Formative assessment".
The change also occurred in on-site training, where the various phases of training (pre-OJT and OJT) were integrated to speed up the training process
and streamline performance objectives in training.
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3.3.2 - Capacity KPI #2: Terminal and airport ANS ATFM arrival delay per flight
a) National capacity performance targets
2020 2021 2022 2023 2024
Target Target Target Target Target
N/A N/A N/A N/A N/A
National capacity performance targets are not applicable in case of Slovakia which has no airport with at least 80.000 IFR movements per year where the
Performance and Charging Regulation (Implementing Regulation 2019/317) applies to terminal ANS by default. In addition, Slovakia decided to not apply the
provisions of the Regulation to terminal ANS at any airport within the country with fewer than 80.000 IFR movements per year.
National targets
Additional commentsNot applicable as no airport within Slovakia is included in the Performance Plan.
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3.4 - Cost efficiency targets
3.4.1 - Cost efficiency KPI #1: Determined unit cost (DUC) for en route ANS
En Route Charging Zone #x
3.4.2 - Cost efficiency KPI #2: Determined unit cost (DUC) for terminal ANS
Terminal Charging Zone #x
3.4.3 - Pension assumptions
3.4.3.1 Total pension costs
3.4.3.2 Assumptions for the "State" pension scheme
3.4.3.3 Assumptions for the occupational "Defined contributions" pension scheme
3.4.3.4 Assumptions for the occupational "Defined benefits" pension scheme
3.4.4 - Interest rate assumptions for loans financing the provision of air navigation services
3.4.5 - Restructuring costs
3.4.5.1 Restructuring costs from previous reference periods to be recovered in RP3
3.4.5.2 Restructuring costs planned for RP3
Annexes of relevance to this section
ANNEX A. REPORTING TABLES & ADDITIONAL INFORMATION (EN-ROUTE)
ANNEX B. REPORTING TABLES & ADDITIONAL INFORMATION (TERMINAL)
ANNEX F. BASELINE VALUES (COST-EFFICIENCY)
ANNEX H. RESTRUCTURING MEASURES AND COSTS
ANNEX M. COST ALLOCATION
ANNEX R. JUSTIFICATIONS FOR THE LOCAL COST-EFFICIENCY TARGETS
NOTE: The following requirements as per Annex II, 3.3 are addressed in the Annexes A and B:
SECTION 3.4: COST-EFFICIENCY KPA
a) Baseline value for the determined costs and the determined unit costs (in real terms and in national currency)
b) Cost-efficiency performance targets
c) Description and justification of the methodology used to estimate the baseline values
d) Justification for the level of the baseline value for the determined costs in comparison with the latest available actual costs
e) Description and justification of the consistency between local and Union-wide cost-efficiency targets
f) Main measures put in place to achieve the targets for determined unit cost (DUC) for en route ANS
a) Baseline value for the determined costs and the determined unit costs (in real terms and in national currency)
b) Cost-efficiency performance targets
c) Description and justification of the methodology used to estimate the baseline values
Point 3.3 (f) on assumptions for pension costs and interest on debt for other entities, inflation forecast and adjustments beyong IFRS;
Point 3.3 (g) on adjustments to the unit rates carried over from previous reference periods;
Point 3.3 (h) on costs exempt from cost-sharing;
Point 3.3 (k) reporting tables and additional informations.
d) Justification for the level of the baseline value for the determined costs in comparison with the latest available actual costs
e) Description and justification of the contribution of the the local targets to the performance of the European ATM network
f) Main measures put in place to achieve the targets for determined unit cost (DUC) for terminal ANS
Point 3.3 (d) on cost-allocation;
Point 3.3 (e) on the return on equity and cost of capital;
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3.4 - Cost efficiency targets
3.4.1 - Cost efficiency KPI #1: Determined unit cost (DUC) for en route ANS
En Route Charging Zone #1 - Slovakia
a) Baseline value for the determined costs and the determined unit costs (in real terms and in national currency)
2019 baseline value for the determined costs (in real terms and in national currency) 65,054,305
2019 latest available service units forecast (actual route flown, see point 1.2 of Annex VIII) 1,381,651
2019 baseline value for the determined unit costs (in real terms and in national currency) 47.08
b) Cost-efficiency performance targets
En route charging zone Baseline 2014 Baseline 2019 RP3 Performance Plan (determined 2020-2024) CAGR CAGR
Slovakia 2014B 2019 B 2020 D 2021 D 2022 D 2023 D 2024 D 2014A-2024D 2019B-2024D
Total en route costs in nominal terms (in national currency) 69,447,524 71,215,861 73,088,951 74,942,879 76,955,454
Total en route costs in real terms (in national currency at 2017 prices) 59,768,483 65,054,305 65,619,365 66,188,126 66,803,500 67,337,627 68,023,904 1.3% 0.9%
YoY variation 0.9% 0.9% 0.9% 0.8% 1.0%
Total en route Service Units (TSU) 1,049,058 1,381,651 1,451,523 1,490,699 1,534,898 1,577,088 1,620,282 4.4% 3.2%
YoY variation 5.1% 2.7% 3.0% 2.7% 2.7%
Real en route unit costs (in national currency at 2017 prices) 56.97 47.08 45.21 44.40 43.52 42.70 41.98 -3.0% -2.3%
YoY variation -4.0% -1.8% -2.0% -1.9% -1.7%
Real en route unit costs (in EUR2017) 1 56.97 47.08 45.21 44.40 43.52 42.70 41.98 -3.0% -2.3%
YoY variation -4.0% -1.8% -2.0% -1.9% -1.7%
National currency EUR
1 Average exchange rate 2017 (1 EUR=) 1.00
31
c) Description and justification of the methodology used to estimate the baseline values
* Refer to Annex F, if necessary.
d) Justification for the level of the baseline value for the determined costs in comparison with the latest available actual costs
* Refer to Annex F, if necessary.
e) Description and justification of the consistency between local and Union-wide cost-efficiency targets
* Refer to Annex R, if necessary.
f) Main measures put in place to achieve the targets for determined unit cost (DUC) for en route ANS
* Refer to Annex R, if necessary.
Please, refer to ANNEX F. BASELINE VALUES (COST-EFFICIENCY).
Please, refer to ANNEX F. BASELINE VALUES (COST-EFFICIENCY).
There is no inconsistency between local and Union-wide cost-efficiency targets. Although, the year-on-year change of the Real en route unit costs (in national currency at 2017 prices) does not meet the target of -1,9%, this is only due to
the significant drop of unit cost in 2020 (-4.0%). The Compound Annual Growth Rate (CAGR) over 2019B-2024D is -2.3% and CAGR over 2014A-2024D is -3.0% which is even above the Union-wide performance targets in the key
performance area of cost-efficiency specified in the COMMISSION IMPLEMENTING DECISION (EU) 2019/903 of 29 May 2019.
Not applicable. The targets for determined unit cost (DUC) for en route ANS will be achieved.
32
3.4.2 - Cost efficiency KPI #2: Determined unit cost (DUC) for terminal ANS
Not applicable.
33
3.4.3 - Pension assumptions
3.4.3.1 Total pension costs (in nominal terms in '000 national currency)
2020D 2021D 2022D 2023D 2024D
6,431 6,735 6,993 7,276 7,579
En-route activity
Terminal activity
3.4.3.2 Assumptions for the "State" pension scheme (in nominal terms in '000 national currency)
2020D 2021D 2022D 2023D 2024D
30,700 31,912 32,898 33,972 34,875
17% 17% 17% 17% 17%
4,149 4,377 4,572 4,787 5,032
490 495 500 503 505
3.4.3.3 Assumptions for the occupational "Defined contributions" pension scheme (in nominal terms in '000 national currency)
2020D 2021D 2022D 2023D 2024D
30,700 31,912 32,898 33,972 34,875
6% 6% 6% 6% 6%
1,842 1,914 1,974 2,038 2,092
490 495 500 503 505
Other activities
Pension costs
Description of the assumptions underlying the calculations of pension costs comprised in the determined costs
The method of calculation is given by legislation. The amount of contribution is set by collective agreement at a rate of 6% of employee‘s gross wage. Planned
amounts are based on the staff number plan and their planned salary assessment.
Total pension costs
Description of the assumptions underlying the calculations of pension costs comprised in the determined costs
The method of calculation and the amount of contributions are given by legislation. Planned amounts are based on the staff number plan and their planned
salary assessment.
LPS SR
Number of employees the employer contributes for in this scheme
The method of calculation and the amount of contributions are given by legislation. From this perspective, the associated costs are beyond the control of the
ANSP. Planned amounts are based on the staff number plan and their planned salary assessment. With regard to these parameters actual figures may differ from
the plan, while the ANSP‘s influence remains limited.
Employer % contribution rate to this scheme
Total pension costs in respect of this scheme
<Staff category name>
Total pensionable payroll to which this scheme applies
Number of employees the employer contributes for in this scheme
Description on the relevant national pension regulations and pension accounting regulations on which the assumptions are based, as well as information whether
changes of those regulations are to be expected during RP3
Description on the relevant national pension regulations and pension accounting regulations on which the assumptions are based, as well as information whether
changes of those regulations are to be expected during RP3
This item includes pension contributions related to the so-called I. and II. Pension Pillars which are compulsory for employees by law. They are regulated by §128
to §147 of the Act No. 461/2003 Coll. on Social Insurance. Contributions are paid by employer at certain percentage on top of gross wage subject to maximum
contribution base defined as a given number (currently 7) of average wages in Slovak Republic for two preceding years as published by the Statistical Office.
Determined pension costs were calculated per each employee (existing or assumed position) and per each month based on assumed wage and using legislation
valid at the time of elaboration of this Performance plan. An annual social insurance settlement is to be introduced from 2022, but its impact cannot be
quantified yet.
NoAre there different contribution rates for different staff categories? If yes, how many?
Are there different contribution rates for different staff categories? If yes, how many? No
<Staff category name>
Total pensionable payroll to which this scheme applies
Employer % contribution rate to this scheme
Total pension costs in respect of this scheme
Describe the actions taken ex-ante to manage the cost-risk (cost increase) associated with this item, as well as the actions taken to limit the impact of the
unforeseen change on the costs to be passed on to airspace users
This item includes pension contributions related to the so-called III. Pension Pillar which are optional except for employees in the 3rd risk group (ATCO), whose
participation is mandatory. Contributions are regulated by the Act No. 650/2004 Coll. on Supplementary Pension Savings. There are four asset management
companies in Slovakia and employees can voluntarily choose one of them. This option is used by all employees.
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3.4.3.4 Assumptions for the occupational "Defined benefits" pension scheme (in nominal terms in '000 national currency)
2020D 2021D 2022D 2023D 2024D
440 444 447 451 455
Description of the assumptions underlying the calculations of pension costs comprised in the determined costs
The method of calculation is given by legislation. The amount of contribution is set both by the legislation and collective agreement. Planned costs are based on
the staff number plan, their planned salary assessment and specific social and economic parameters (e.g. average life expectancy, inflation).
The method of calculation and the amount of contributions are given both by legislation and collective agreement. From this perspective, the associated costs are
controllable by the ANSP only in part. Planned amounts are based on the staff number plan, their planned salary assessment and specific social and economic
parameters expected at the time of assessment. With regard to these parameters actual figures may differ from the plan, while the ANSP‘s influence remains
limited.
Is the occupational "Defined benefits" pension scheme funded? No
Does the ANSP assume liability for meeting future obligations for the occupational "Defined benefits" scheme? Yes
Describe the actions taken ex-ante to manage the cost-risk (cost increase) associated with this item, as well as the actions taken to limit the impact of the
unforeseen change on the costs to be passed on to airspace users
The method of calculation and the amount of contributions are given both by legislation and collective agreement. From this perspective, the associated costs are
controllable by the ANSP only in part. Planned amounts are based on the staff number plan and their planned salary assessment. With regard to these
parameters actual figures may differ from the plan, while the ANSP‘s influence remains limited.
Describe the actions taken ex-ante to manage the cost-risk (cost increase) associated with this item, as well as the actions taken to limit the impact of the
unforeseen change on the costs to be passed on to airspace users
Where, in the Reporting Tables, some occupational "defined benefits" costs (e.g. interest expense related to pensions) are reported in other cost item(s) than
staff costs, the cost item(s) should be indicated here below along with corresponding explanations.
Not applicable.
Description on the relevant national pension regulations and pension accounting regulations on which the assumptions are based, as well as information whether
changes of those regulations are to be expected during RP3
Total pensionable payroll to which this scheme applies
Employer % contribution rate to this scheme
Total pension costs in respect of this scheme
Number of employees the employer contributes for in this scheme
This item includes both short-term and long-term retirement provision, which is paid to employees as a single payment on their retirement. Related costs are
partly determined by legislation (Act. No. 311/2001 Coll. Labour Code) and partly by the collective agreement.
35
3.4.4 - Interest rate assumptions for loans financing the provision of air navigation services
2020D 2021D 2022D 2023D 2024D
- - - - -
2020D 2021D 2022D 2023D 2024D
0 0 0 0 0
- - - - -
0 0 0 0 0
LPS SR
Select number of loans Select
Interest rate assumptions for loans financing the provision of air navigation services
(Amounts in nominal terms in '000 national currency)
Total remaining balance
Average weighted interest rate %
Interest amount
Total loans
Other loans
Description
Not applicable as no loan is currently planned for RP3. This decision might be revisited once
there is a need for more resources to fund the closure of the capacity gap and/or meet the
regulatory requirements stemming from SESAR and other European initiatives, such as the
European Airspace Architecture Study.
Remaining balance
Average weighted interest rate %
Interest amount
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3.4.5 - Restructuring costs
3.4.5.1 Restructuring costs from previous reference periods to be recovered in RP3
3.4.5.2 Restructuring costs planned for RP3
Restructuring costs foreseen for RP3? No
NoRestructuring costs from previous reference periods approved by the European Commission?
Additional comments
There are no additional comments.
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3.5 Additional KPIs / Targets
Annexes of relevance to this section
ANNEX J. OPTIONAL KPIs AND TARGETS
SECTION 3.5: ADDITIONAL KPIS / TARGETS
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3.6 - Description of KPAs interdependencies and trade-offs including the assumptions used to assess those trade-offs
3.6.1 - Interdependencies and trade-offs between safety and other KPAs
3.6.2 - Interdependencies and trade-offs between capacity and environment
3.6.3 - Interdependencies and trade-offs between cost-efficiency and capacity
3.6.4 - Other interdependencies and trade-offs
SECTION 3.6: DESCRIPTION OF KPAS INTERDEPENDENCIES AND TRADE-OFFS INCLUDING THE
ASSUMPTIONS USED TO ASSESS THOSE TRADE-OFFS
39
3.6 - Description of KPAs interdependencies and trade-offs including the assumptions used to assess those trade-
offs
3.6.1 - Interdependencies and trade-offs between safety and other KPAs
a) Do the measures to reach the targets in the different KPAs require changes in the ANSP functional system that have safety implications? If
yes, which mitigation measures are put in place?
The planned changes to reach the targets in the different KPAs do not require changes of the functional system that would have any negative
safety implications. LPS SR has developed robust procedures for assessing the impact of any change on safety and will consistently apply these
processes, as well as maintain and further develop them in accordance with the latest requirements.
b) What are the main assumptions used to assess the interdependencies between safety and other KPAs?
Safety KPA is the key element and has the highest priority. Slovakia is fully aware that safety shall not be by any circumstance compromised.
c) What metrics, other than those indicators described in the Regulation, are you monitoring during RP3 to ensure targets in the KPAs of
capacity , environment, and cost-efficiency are not degrading safety?
Not applicable.
d) Do targets allow trade-offs in operational decision making to managing resource shortfalls in order to preserve safety performance? Do
targets restrict the release of staff for safety activities, such as training?
The trade-offs in operational decision making are sometimes necessary; however, the safety KPA is the key element and has always the highest
priority. Therefore, the staff training for safety activities is never part of organisational restrictions.
e) Has the State reviewed the ANSP financial and personnel resources that are needed to support safe ATC service provision through safety
promotion, safety improvement, safety assurance and safety risk management after changes introduced to achieve targets in other KPAs?
Please, explain.
The TA inspectors regularly supervise and review the ANSP financial and personnel resources in accordance with relevant regulatory
requirements (Reg. (EU) No. 1035/2011). The requirements of a new Reg. (EU) 2017/373 are being prepared currently. The Slovak Republic is
also regularly supervised by EASA inspectors within their standardisation inspections. In addition, the TA conducts the NSA HR assessment in
accordance with EU reg. 1034/2011 every two year as a common FAB CE NSAs HR Assessment. The last assessment was conducted in 2018.
3.6.2 - Interdependencies and trade-offs between capacity and environment
The recent shifts of traffic flows in Central and Eastern Europe, mainly caused by the Ukrainian/Syrian crisis clearly reveal that actual
trajectories flown do not always follow the required optimized great circle routings, as foreseen for the KPI. There is a strong, unswayable
effect, where actually flown trajectories distort the required KEA indicator. In addition, following the capacity shortfalls in Western Europe
(Karlsruhe, a.o), traffic flows were shifted to avoid these congested areas to minimize delays, creating new bottlenecks as a consequence and
impacting the KEA indicator.
In addition, the developments strongly depend on the eNM measures. Possible changes might stem also from the application of
recommendations from European Airspace Architecture Study, especially, from the Airspace Structural Bottlenecks project led by NM (Central-
South East Europe airspace - Project 3). The improvements proposed by NM are expected to follow a stepped implementation over RP3 or
slightly beyond converging towards the target concept. Slovakia is a part of FAB CE which has established the FAB CE Airspace Task Force
working alongside NM on proposing the most optimum airspace structure for the FAB CE region, contributing to the NM's Central-South East
Europe Airspace project. The results of these activities are however not known at the time of preparation of this Performance Plan.
40
3.6.3 - Interdependencies and trade-offs between cost-efficiency and capacity
Currently, the ATCO shortage is one of the main factors affecting the ability to offer the required capacity to cope with the demand and current
capacity gap in the Slovak airspace. In the RP3, LPS SR will take all the steps necessary to reach optimal number of ATCO staff – addressing
current insufficiency as well as training additional ATCO personnel in order to meet the increased demand for capacity and decrease the ATCO
overtimes (which increased in average from 49 hrs/ATCO in 2015 to 137 hrs/ATCO in 2018). Overtime has a significant impact on staff costs and
it is expected that significantly less overtime hours will be required after the implementation of proposed changes in the recruitment and
training process, followed by expected reduction of the capacity gap.
3.6.4 - Other interdependencies and trade-offs
There is also a strong correlation between the observed weather phenomena (especially CBs during summer period) and the actual trajectories
flown, thus deviating significantly from the originally filed flight planned routes and impacting the KEA indicator. Additionally, it was confirmed
by the NM that there is about 24% of traffic not following the shortest routes available.
Other factors with the possible impact on performance are currently unclear requirements of the military element due, among others, to the
following:
• acquisition of new long-range artillery howitzers: these systems are expected to be used in the busiest airspace areas over the SR.
• acquisition of new F-16 fighter jets arriving in 2023: dramatic increase in requirements for airspace utilization above FL245 is expected.
If the Slovak Republic decides to prefer the military requirements above FL245, or without the limits of real time utilization / planning, it is
necessary to expect a negative impact on the throughput of the Slovak airspace.
41
4.1 - Cross-border initiatives and synergies
4.1.1 - Planned or implemented cross-border initiatives at the level of ANSPs
4.1.2 - Investment synergies achieved at FAB level or through other cross-border initiatives
4.2 - Deployment of SESAR Common Projects
4.3 - Change management
Annexes of relevance to this section
ANNEX N. CROSS-BORDER INITIATIVES
SECTION 4: CROSS-BORDER INITIATIVES AND SESAR IMPLEMENTATION
42
4.1.1 - Planned or implemented cross-border initiatives at the level of ANSPs
Number of cross-border initiatives 2
Name South East Europe Night Free Route Airspace (SEEN FRA)
Description
On the 30th March 2017, the DANUBE FAB (Romania and Bulgaria) and Hungary introduced SEEN FRA by
bridging the airspace between the two Functional Airspace Blocks of the DANUBE FAB and FAB CE during the
time period 2300-0500 (2200 - 0400) UTC. At the end of 2018, the initiative was expanded by the airspace of
Slovakia. From the 6th December 2018, aircraft operators are thus able to plan their flights freely across the
airspace of four States covering parts of two FABs without having to take into account the limitations
imposed by geographical borders.
The new flight planning rules significantly optimize flight trajectories to provide the shortest possible
connections and the most effective routings when changes to the flight plan – to avoid adverse weather, for
example – are required. Further improvements to Central and South-Eastern European airspace
configurations is taking place in 2019. From April 2019, 24-hour FRA has been implemented within Slovak
airspace and during summer 2019 LPS SR will consider extending SEEN FRA availability for longer periods of
the day. From 7 November 2019 the three countries initiating the SEEN FRA programme (Bulgaria, Hungary
and Romania) will extend the availability of cross-border FRA operations across the entire day with the
introduction of the South East Europe Free Route Airspace (SEE FRA) project. Slovakia is expected to join the
24-hour cross-border FRA environment in 2021/2022, subject to evaluation of the experience gained from
SEEN FRA.
Expected performance benefits
The SEEN FRA simulations of the airspace change the synergistic effect of all improvements could reduce
trajectories by a daily average of 3.200 NM, which equates to 15 tonnes of fuel and 49 tonnes of CO2
emissions. Slovakia's participation in the initiative will significantly contribute to delivering these expected
benefits.
Name FAB CE
Description Functional Airspace Block Central Europe
Expected performance benefitsCapacity, flight efficiency, cost-efficiency
4.1 - Cross-border initiatives and synergies
Initiative #1
Initiative #2
Additional comments
Slovakia is a member of FAB CE. FAB CE fully adheres to the requirements for a functional airspace block defined in the Article 2(25) of the Regulation
(EC) No 549/2004. The provision of air navigation services and related functions in FAB CE is performance-driven and as a priority, the FAB invests a
significant effort into coordination of airspace planning and network development activities, in accordance with the requirements under the Article
9a(1) and (2)(b) of the Regulation (EC) No 550/2004. FAB CE focuses on enhanced cooperation among air navigation service providers and activities that
bring added value as required by the Article 9a of the Regulation (EC) No 550/2004 and the Article 2(25) of the Regulation (EC) No 549/2004. The
activities are driven by the FAB CE Strategy which is currently under a review and the new version is expected in the autumn of 2019.
One of the most important activities focusing on network benefits to users is related to the recommendations of the European Airspace Architecture
Study, particularly the Airspace Structural Bottlenecks project led by the NM (Central-South East Europe airspace - Project 3). The improvements
proposed by the NM are expected to follow a stepped implementation process over RP3 or slightly beyond converging towards the target concept. FAB
CE has established the FAB CE Airspace Task Force working alongside the NM on proposing the most optimum airspace structure for the FAB CE region,
contributing to the NM's Central-South East Europe Airspace project. The results of these activities are however not known at the time of preparation
of this Performance Plan.
43
4.1.2 - Investment synergies achieved at FAB level or through other cross-border initiatives
There are a number of activities at the FAB CE level that positively impact on synergies in the region. The activities are driven by the FAB CE Strategy
which is currently under a review and the new version is expected in the autumn of 2019.
FAB CE coordinate their planning with respect to implementation of the PCP and the Deployment Programme. Other recent and ongoing projects
include the following activities:
A pilot project for common procurement of FAB CE CNS covering an upgrade of the cross-border telecommunications network (X-bone) hardware was
successfully completed in 2018. The procurement was managed by FAB CE ANSPs’ joint venture FABCE Aviation Services, Ltd., which is used as a FAB CE
outsourcing platform for ATM/CNS infrastructure. Six air navigation service providers (ANSPs) purchased CISCO routers based on a common
specification and tender to benefit from lower procurement costs and economies of scale. Following the successful conclusion of this project, the FAB
CE CEO Committee has agreed to apply these same procedures for future smart procurement initiatives. A common approach to procurement of spare
parts for technical systems is currently under development.
FAB CE ANSPs have also made a significant progress in terms of developing processes for planning and operations of the surveillance infrastructure. The
‘Surveillance infrastructure optimisation’ project was successfully completed in 2018. The processes for surveillance infrastructure planning, surveillance
maintenance planning, maintenance of SUR database and sharing the specifications were developed and are now in the process of implementation. The
project also proposed a number of overall SUR service quality improvements and developed a feasibility study for the regional tracker. Due to the
negative CBA, the regional tracker project will be not further pursued.
The NAVAID optimisation project which will improve interoperability and data-sharing through the optimisation of navigational aid (NAVAID)
infrastructure, reducing duplication and unnecessary complexity was launched in 2018. This project will meet the accuracy, integrity and continuity
requirements for proposed operations in FAB CE airspace by aligning NAVAID operating and purchasing policies among the seven FABEC ANSPs,
reducing purchasing, implementation, operational and maintenance costs. The project group will first develop a process for coordinated NAVAID
infrastructure and preventive maintenance planning and information-sharing where operational dependencies are evident. The second part of the
project is focusing on an analysis of NAVAID infrastructure and coverage - including those of neighbouring countries. The team will identify potential
areas for improvement, including operational interdependencies and requirements. The third part is focusing on solving operational issues – namely,
assessing vulnerabilities within the global navigation satellite system (GNSS) network. This will require addressing signal monitoring and interference
issues while assessing how free route airspace will influence the requirements for ground-based NAVAIDs in this new era of area navigation operations.
FAB CE agreed on a common approach to a number of technical services and recently initiated a number of new activities, including:
- SSR monitoring;
- Coordinated ADS-B deployment;
- Datalink monitoring;
- VoIP coordinated testing and implementation.
Details of synergies in terms of common infrastructure and common procurement
44
PCP ATM Functionality (AF) / Sub
functionality (s-AF)Recent and expected progress
s-AF1.1 AMAN extended to en-route
airspace
Not applicable to the Slovak Republic nor any airport located on its territory.
Nevertheless, due to the geographical proximity of the Vienna Schwechat airport, since 2015 LPS SR has
been involved in a CEF-co-funded project AMAN LOWW initial (2015_234_AF1_B) in cooperation with
implementing partners AustroControl, HungaroControl and ANS CR. Activity is coordinated via ongoing
local ‘some-in’ FAB project led by ACG.
Software interconnection of AMAN LOWW in the ATM system of LPS SR was completed and became
operational on 6 December 2018.
s-AF1.2 Enhanced TMA using RNP-
based operations
Not applicable to the Slovak Republic nor any airport located on its territory.
Nevertheless, implementation of RNP approach procedures with vertical guidance has been ongoing;
RNP approaches have been implemented at LZIB, LZKZ, LZPP, LZZI and LZTT and RNP approaches at
airports where LPS SR provides ATS were published.
Implementation of Electronic Terrain and Obstacle Data (eTOD) is near completion and full operational
capability is expected by 31 December 2019. Measures to ensure Quality of Aeronautical Data and
Aeronautical Information have been implemented and full completion is expected by 31 December
2019 as well.
s-AF2.1 DMAN synchronised with
predeparture sequencing
Not applicable.
s-AF2.2 DMAN integrating surface
management constraints
Not applicable.
s-AF2.3 Time-based separation for
final approach
Not applicable.
s-AF2.4 Automated assistance to
controller for surface movement
planning and routing
Not applicable.
s-AF2.5 Airport safety nets
Not applicable.
4.2 - Deployment of SESAR Common Projects
AF1 - Extended AMAN and PBN in high density TMA
AF2 - Airport Integration and Throughput
AF3 - Flexible Airspace Management and Free Route
45
s-AF3.1 Airspace management and
advanced flexible use of airspace
3.1.1 ASM Tool to support AFUA is fully implemented.
CIAM is the current operational ASM tool interoperable with the NM. LARA B2B integrated on NM test
platform. LARA as operational ASM system with B2B connection to NM OPS server is expected by 31
December 2019.
3.1.2 ASM Management of real time airspace data is on-going and is planned for completion by 31
December 2021.
The integration of ASM tools with ATM system is planned. This functionality is covered by LARA at LPS
SR. It is only being tested at this time, however, and has not been deployed in real operations yet. LARA
as operational ASM system with B2B connection to NM OPS server is expected by the end of 2019.
3.1.3 Full rolling ASM/ATFCM process and ASM information sharing is fully implemented.
CIAM is operational while LARA is pre-operational/testing. AUP/UUPs contains routes, areas and FUA
Restrictions. FBZs have not been implemented in Slovakia yet.
3.1.4 Management of Dynamic Airspace Configurations is on-going and is expected to be fully
implemented by 31 December 2021.
So far Dynamic Sectorisation and Management of pre-defined Airspace Configuration (predefined
airspace configurations based on pre-defined airspace structures and sectorisation planning are
implemented at the network level and at the level of all Operational Stakeholders) have been
implemented, with VoIP communication to be yet implemented (VoIP pilot project has been in progress
at LPS SR and is expected to be concluded in 2019).
The functionality is partially covered by a CEF-co-funded project FAB CE-wide Study of Dynamic
Airspace Management (DAM) and STAM (2016_075_AF3_B).
s-AF3.2 Free route
3.2.1 Upgrade of ATM systems tu support DCT and FRA is on-going and planned for complete
implementation by 31 December 2021.
MONA, Basic OLDI, including the management of reference COP, and Pre-caution tool (Extended STCA)
and Separation tool as TCT functions have been implemented so far, while transfer of coordination
messages are planned for 2019. Full implementation of MTCD, TCT as well as Transfer Dialogue is
expected in RP3 as a part of a major planned ATM system upgrade.
3.2.3 Implementation published Direct Routings (DCTs) is fully implemented.
3.2.4 Implement Free Route Airspace is ongoing.
Functionality is planned for full implementation by 31 December 2021 with H24/7 FRA above FL245 in
cooperation with all neighbouring ANSPs. As of now, night, cross-border SEENFRA implemented since 6
December 2018 within the time period 2300-0500 (2200-0400), while as of 28 March 2019 BRAFRA
became available in Bratislava CTA from FL 245 to FL 660 within the time period 0500-2300 (0400-
2200).
s-AF4.1 Enhanced short-term ATFCM
measures
4.1.1 STAM Phase 1 is fully implemented.
Different STAM features as occupancy counts, ATFM scenarios, Mandatory cherry picking and ATFM
measures are deployed as required in accordance with NM OPS procedures.
4.1.2 STAM Phase 2 is on-going.
Initial actions have started as a part of the CEF-co-funded project FAB CE-wide Study of Dynamic
Airspace Management (DAM) and STAM (2016_075_AF3_B). STAM Phase 2 will be implemented with
the availability of this function in the N-connect Tool, with planned completion by 31 December 2021.
s-AF4.2 Collaborative NOP
4.2.2 Interactive Rolling NOP is planned.
Functionality is planned for complete implementation by 31 December 2021 through upgrade of the
automated ASM support system with the capability of AIXM 5.1 B2B data exchange with the NM and
Perform an integration of the automated ASM support systems with the Network. All these projects will
be fulfilled in accordance with the NM support, the guidance and the relevant provisions of the NM B2B
Reference Manuals. ATFM procedures and staff training to be done when NM platform (N-Connect) is
available.
4.2.3 Interface ATM systems to NM systems is planned.
Implementation is planned by 31 December 2021, only implementation of the sub-functionality Deliver
flight plan message processing in ADEXP format is not planned. Related upgrade of the local ATM
system has been initiated.
s-AF4.3 Calculated take-offtTime to
target times for ATFCM purposes
4.3.2 Reconciled target times for ATFCM and arrival sequencing is not planned.
No relevant CEF project. Functionality considered not applicable to LPS SR given operational and
geographical reasons.
AF4 - Network Collaborative Management
46
s-AF4.4 Automated support for
traffic complexity assessment
4.4.2 Traffic complexity tools is planned by 31 December 2021.
For the time being only use of the NM systems is planned; in the future development of local tools
possibly to be considered. Treat and assimilate ETFMS Flight Data (EFD) is currently considered not
applicable, EFD is needed when local complexity tools are planned. Partial coverage by the CEF-co-
funded project FAB CE-wide Study of Dynamic Airspace Management (DAM) and STAM
(2016_075_AF3_B), although not the primary gap of the project.
s-AF5.1 Common infrastructure
components
5.1.1 PENS 1 is fully implemented.
5.1.2 NewPENS is on-going.
Functionality is planned to be completed by 31 December 2020 through a CEF-co-funded project
2015_174_AF5.
s-AF5.2 SWIM technical
infrastructure and profiles
5.2.1 Stakeholder Internet Protocol Compliance is on-going and implementation is expected by 31
December 2022.
Internet Protocol based Network supporting Yellow Profile already implemented; enabling specification
for Blue Profile implementation has not been published yet, though.
5.2.2 Stakeholder SWIM Infrastructure components is planned by 31 December 2023.
Implementation of Yellow Profile is planned, while planning of the Blue Profile implementation will start
in 2020 when the specification is published.
5.2.3 Stakeholders SWIM KPI and cybersecurity is planned.
The planning process is currently under initiation and deployment is expected by 31 December 2024.
LPS SR is involved in CEF-co-funded project SWIM Common PKI and policies & procedures for
establishing a Trust framework (2017-EU-TM-0076-M).
s-AF5.3 Aeronautical information
exchange
5.3.1 Upgrade/Implement Aeronautical Information Exchange System/Service is not planned.
Slovak Republic, among a few other EU member states, is exempted from deployment of the ATM
Functionalities 4 (Network Collaborative Management) and 5 (Initial System Wide Information
Management).
Given the current lack of legal obligation of the Slovak Republic to deploy the two Families, there are,
legalistically speaking, no implementation plans to deploy the particular ATM Functionalities 5.3.1
(Upgrade/Implement Aeronautical Information Exchange System /Service) and 5.4.1
(Upgrade/Implement Meteorological Information Exchange System/ Service) specifically based on the
detailed requirements mandated by the PCP or further detailed in the SDM Deployment Programme.
Nevertheless, both LPS SR as well as SHMÚ already started analysing available EUROCONTROL
specifications and based on that plans are being prepared for inclusion in RP3 planning for all four areas
of interest: Implement Technical Infrastructure - Yellow Profile, Implement updated services related to
Aeronautical Information exchanges, Meteorological Information exchanges, Implement Cooperative
Network Information exchanges and Implement Flight Information exchanges. Full operational
capability for Information Exchanges using the SWIM Yellow TI Profile is planned for 31/12/2024.
s-AF5.4 Meteorological information
exchange
5.4.1 Upgrade/Implement Meteorological Information Exchange System/Service is not planned.
Slovak Republic, among a few other EU member states, is exempted from deployment of the ATM
Functionalities 4 (Network Collaborative Management) and 5 (Initial System Wide Information
Management).
Given the current lack of legal obligation of the Slovak Republic to deploy the two Families, there are,
legalistically speaking, no implementation plans to deploy the particular ATM Functionalities 5.3.1
(Upgrade/Implement Aeronautical Information Exchange System /Service) and 5.4.1
(Upgrade/Implement Meteorological Information Exchange System/ Service) specifically based on the
detailed requirements mandated by the PCP or further detailed in the SDM Deployment Programme.
Nevertheless, both LPS SR as well as SHMÚ already started analysing available EUROCONTROL
specifications and based on that plans are being prepared for inclusion in RP3 planning for all four areas
of interest: Implement Technical Infrastructure - Yellow Profile, Implement updated services related to
Aeronautical Information exchanges, Meteorological Information exchanges, Implement Cooperative
Network Information exchanges and Implement Flight Information exchanges. Full operational
capability for Information Exchanges using the SWIM Yellow TI Profile is planned for 31/12/2024.
s-AF5.5 Cooperative network
information exchange
5.5.1 Upgrade/Implement Cooperative Network Information Exchange System/Service is not
planned.
AF5 - Initial SWIM
47
s-AF5.6 Flight information exchange
5.6.1 Upgrade/Implement Flight Information Exchange System/Service supported by Yellow Profile is
planned for implementation by 31 December 2023.
5.6.2 Upgrade/Implement Flight Information Exchange System/Service supported by Blue Profile is
not planned.
Blue Profile specification to be published in 2020.
AF6 - Initial Trajectory Information
Sharing
LPS IS has been involved in the CEF-co-funded project DLS Implementation Project - Path 2 (2016-EU-
TM-0117-M).
48
4.3 - Change management
Change management practices and transition plans for the entry into service of major airspace changes or for ATM system improvements, aimed
at minimising any negative impact on the network performance
Not applicable. There are no significant changes currently foreseen in the LPS SR.
Overall oversight of changes in the field of ATM/ANS is being done by CAA following Commission Implementing Regulation (EU) 2017/373 and
Commission Regulation (EU) 2015/340 and with clearly defined environment for implementing both technical and operational changes, including
changes in the training of licensed personnel and ATSEP.
49
5.1 - Traffic risk sharing parameters
5.1.1 Traffic risk sharing - En route charging zones
5.1.2 Traffic risk sharing - Terminal charging zones
5.2 - Capacity incentive schemes
5.2.1 - Capacity incentive scheme - Enroute
5.2.1.1 Parameters for the calculation of financial advantages or disadvantages - Enroute
5.2.1.2 Rationale and justification - Enroute
5.2.2 - Capacity incentive scheme - Terminal
5.2.2.1 Parameters for the calculation of financial advantages or disadvantages - Terminal
5.2.2.2 Rationale and justification - Terminal
5.3 - Optional incentives
Annexes of relevance to this section
ANNEX G. PARAMETERS FOR THE TRAFFIC RISK SHARING
ANNEX I. PARAMETERS FOR THE MANDATORY CAPACITY INCENTIVES
ANNEX K. OPTIONAL INCENTIVE SCHEMES
SECTION 5: TRAFFIC RISK SHARING ARRANGEMENTS AND INCENTIVE SCHEMES
50
5.1 - Traffic risk sharing
5.1.1 Traffic risk sharing - En route charging zones
Slovakia no
Dead band Risk sharing band% loss to be
recovered
Max. charged if
SUs 10% < plan
% additional
revenue returned
Min. returned if
SUs 10% > plan
Standard parameters ±2.00% ±10.0% 70.0% 5.6% 70.0% 5.6%
5.1.2 Traffic risk sharing - Terminal charging zones
Traffic risk-sharing parameters adapted?
Service units lower than plan Service units higher than plan
51
5.2.1 - Capacity incentive scheme - Enroute
5.2.1.1 Parameters for the calculation of financial advantages or disadvantages - Enroute
Enroute Expressed in
fraction of min
% of DC
% of DC
modulated
2020 2021 2022 2023 2024
0.18 0.19 0.16 0.09 0.10
±0.050 ±0.050 ±0.050 ±0.050 ±0.050
0.60 0.60 0.50 0.30 0.10
0.60 0.60 0.50 0.30 0.10
[0.59-0.61] [0.59-0.61] [0.49-0.51] [0.29-0.31] [0.09-0.11]
[0.55-0.59] [0.55-0.59] [0.45-0.49] [0.25-0.29] [0.05-0.09]
[0.61-0.65] [0.61-0.65] [0.51-0.55] [0.31-0.35] [0.11-0.15]
5.2.1.2 Rationale and justification - Enroute
No
No
Yes
5.2 - Capacity incentive schemes
LPS SR
NOP reference values (mins of ATFM delay per flight)
Performance Plan targets (mins of ATFM delay per flight)
Bonus range
Value
±0.010 min
N/A
0.50%
Dead band Δ
Max bonus (≤2%)
Max penalty (≥ Max bonus)
The pivot values for RP3 are
a.1) The pivot value for year n IS the reference value from the November release of year n-1 of the NOP.
Pivot values for RP3 (mins of ATFM delay per flight)*
Alert threshold (Δ Ref. value in fraction of min)
A number of states in the Central-Eastern European region continued to face weather phenomena in the recent years (especially CB thunderstorms during the summer period)
which resulted in high delays due to weather reasons (around 45% of the delay in FAB CE was caused by weather in 2018). In Slovakia, over 36% of the delay caused in 2018 was
attributable to weather. NM acknowledged in the Network Operations Report 2018 that there was a higher impact of disturbances within the network (e.g. adverse weather) due
to saturation of sector capacities compared to former years. Trajectory prediction decreased due to added traffic flows, deviations due to weather, intruding aircraft from adjacent
ATC units due to weather/CBs. It can be expected that with climate changes the weather will become even more unpredictable.
Slovakia therefore proposes a scheme in which it would not be penalised for effects beyond LPS SR's control. Slovakia will only apply the C, R, S, T, M, P codes in the incentive
scheme. The pivot values above will be amended for the calculation by the weight representing the proportion of delay caused due to C, R, S, T, M, P causes on total delay
experienced in the previous three years. According to data on ANS performance dashboard (https://ansperformance.eu/data/), this proportion was 63.5% in the period of 2016-
2018.
Not applicable.
b) The scope of the incentives is limited to delay causes related to ATC capacity, ATC routing, ATC staffing, ATC equipment, airspace management and special
events with the codes C, R, S, T, M and P of the ATFCM user manual. If yes, provide below a justification for this decision and an explanation of how the pivot
values are calculated.
a.2) The pivot value for year n is informed by the November release of the year n-1 of the NOP and calculated according to the following principles and
formulas:**
Financial advantages / disadvantages
Dead band range
Penalty range
* When modulation applies, these figures are only indicative as they will be updated annually on the basis of the November n-1 NOP and the methodology described in 5.2.1.2.a2
below. The pivot values for year n have to be notified to the EC by 1 January n.
Indicate which of the principles below will be applied for the modulation of the pivot values for the whole RP3:
a) In order to enable significant and unforeseen changes in traffic to be taken into account:
* The pivot values will be further refined using the mechanism described in Section 5.2.1.2 below
+0.00% Max. Bonus
-0.50% Max. Penalty
0.6500.550 0.590 0.610
Pivot: 0.600y = -0.125x+0.076
-
→ Dead band ←
Δ of determined costs in year 2020
Enroute ATFM
Application of the en route incentive scheme in year 2020(before any revision of the NOP reference values)
*Only C, R, S, T, M, P causes
52
5.2.2 - Capacity incentive scheme - Terminal
5.2.2.1 Parameters for the calculation of financial advantages or disadvantages - Terminal
Terminal Expressed in
Select
%
% of DC
% of DC
Select
5.2.2.2 Rationale and justification - Terminal
Value
Dead band Δ N/A
Bonus/penalty range (% of pivot value) ±50%
Max bonus 0.00%
Max penalty 0.00%
The pivot values for RP3 are N/A
Explain how the bonus and penalties are going to be apportioned between the different terminal charging zones and ANSPs providing services in each of them**
Capacity incentive scheme for Terminal services is not applicable as no airport within the Slovak Republic is included in the RP3 Performance Plan and under the scope of the
Performance and Charging Regulation (Implementing Regulation 2019/317).
53
6.1 Monitoring of the implementation plan
6.2 Non-compliance with targets during the reference period
SECTION 6: IMPLEMENTATION OF THE PERFORMANCE PLAN
54
6 - IMPLEMENTATION OF THE PERFORMANCE PLAN
6.1 Monitoring of the implementation plan
6.2 Non-compliance with targets during the reference period
Description of the processes put in place by the NSA to monitor the implementation of the Performance Plan including the yearly monitoring
of all KPIs and PIs defined in Annex I of the Regulation and a description of the data sources
Description of the processes put in place and measures to be applied by the NSA to address the situation where targets are not reached
during the reference period
Annual monitoring report serves as a tool for monitoring the current situation and progress achieved. As inputs, following information are
processed: SAF KPA (from NSAs), CEF KPA (from ANSP) and CAP and ENV KPA (in cooperation with Network Manager). The report is after its
approval submitted via PRB to the European Commission until 1 June at latest.
In case that some target is not met, NSA identifies the problem, applies corrective measures to solve it and informs the European Commission,
following Art. 37, Reg. (EU) 2019/317.
The Transport Authority, Slovak Republic is the authority responsible for the implementation of the Performance Plan including the yearly
monitoring of all KPIs and PIs defined in Annex I of the Regulation.
The Transport Authority, Slovak Republic shall establish processes for continuous oversight of all areas within the scope of the Performance
plan for RP3. These processes contain procedures for data collection, data assessment and data validation. The monitoring at national level
includes ANSP's business and annual plans, uncontrollable costs, reaching of alert thresholds (in accordance with Article 18, Reg. (EU)
2019/317) and other obligatory requirements determined within Annex VI, Reg. (EU) 2019/317 and other relevant legislation (especially Reg.
(EU) 2017/373).
The monitoring of progress in achieving performance targets set in Reg. (EU) 2019/317 shall be performed by dedicated NSA inspectors. The
monitoring itself will be performed on regular basis, the mechanisms and procedures shall be established, some of them are partially based on
monitoring procedures from RP2. The cooperation with FAB CE and neighbouring NSAs is already established and will be used accordingly if
needed.
55
7 - ANNEXES
ANNEX A. REPORTING TABLES & ADDITIONAL INFORMATION (EN-ROUTE)
ANNEX A.x - En route Charging Zone #x
ANNEX B. REPORTING TABLES & ADDITIONAL INFORMATION (TERMINAL)
ANNEX B.x - Terminal Charging Zone #x
ANNEX C. CONSULTATION
ANNEX D. LOCAL TRAFFIC FORECASTS
ANNEX E. INVESTMENTS
ANNEX F. BASELINE VALUES (COST-EFFICIENCY)
ANNEX G. PARAMETERS FOR THE TRAFFIC RISK SHARING
ANNEX H. RESTRUCTURING MEASURES AND COSTS
ANNEX I. PARAMETERS FOR THE MANDATORY CAPACITY INCENTIVES
ANNEX J. OPTIONAL KPIs AND TARGETS
ANNEX K. OPTIONAL INCENTIVE SCHEMES
ANNEX L. JUSTIFICATION FOR SIMPLIFIED CHARGING SCHEME
ANNEX M. COST ALLOCATION
ANNEX N. CROSS-BORDER INITIATIVES
ANNEX O. JUSTIFICATIONS FOR THE LOCAL SAFETY TARGETS
ANNEX P. JUSTIFICATIONS FOR THE LOCAL ENVIRONMENT TARGETS
ANNEX Q. JUSTIFICATIONS FOR THE LOCAL CAPACITY TARGETS
ANNEX R. JUSTIFICATIONS FOR THE LOCAL COST-EFFICIENCY TARGETS
ANNEX S. INTERDEPENDENCIES
ANNEX T. OTHER MATERIAL
ANNEX Z. CORRECTIVE MEASURES*
* Only as per Article 15(6) of the Regulation
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Annex E. Investments
2020-2024 New Investments Summary
Domain
2020 2021 2022 2023 2024 Total RP3
COM - SACON 43 258 652 727 783 2,463
of that already raised in RP2 371
COM - VCS 186 428 446 464 536 2,061
of that already raised in RP2 512
SUR 34 126 126 183 206 675
of that already raised in RP2 0
ATM 326 495 706 1,384 1,113 4,024
of that already raised in RP2 1,511
INF 35 86 411 573 666 1,772
of that already raised in RP2 501
NAV 34 34 303 887 966 2,225
of that already raised in RP2 1,795
Other 336 750 862 1,007 976 3,930
of that already raised in RP2 432
Total 995 2,177 3,505 5,225 5,247 17,150
Sum not claimed in RP3 5,123
Depreciation costs (in ‘000 €)
Several significant investments have been postponed not only due to administrative complexity of
the national procurement laws and procedures, which are beyond ANSP’s control, but also due to the
lack of sufficiently exact inputs available prior to the forecast of second reference period
performance plan. One of the most significant variables influencing fulfilment of the foreseen
investment plan is development of the traffic from both complexity and volume points of view.
Above being pointed out, LPS SR is making sure that no double charging to airspace users occurs in
third reference period by firstly in terms of depreciation and cost of capital, the costs related to
investment actions included in costs for RP2 are not part of RP3’s costs, and secondly, the costs
associated with investment actions that have not been carried out in RP2 are deducted from costs for
RP3 and thus effectively returned to Users.
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