Airspace Strategy for

Edition 1 November 2018 | Document control Version 1.0 Date 08/11/2018 Status Edition 1 – ASP 2018 Authors: IATA and PANSA Reviewed by The Ministry of Infrastructure Next steps Wider Aviation Stakeholder Consultation Contents

Foreword from the Ministry of Infrastructure 04

PART 1: INTRODUCTION 1.1 Aviation in Poland 07 1.2 Overview of Polish airspace 08 1.3 Policy and drivers for airspace modernization 10 1.4 Benefits and challenges 12

PART 2: INITIATIVES 2.1 Modernizing the terminal airspace 17 a. Airspace to enable the new Solidarity 18 b. Airspace to optimize existing airport infrastructure 20 2.2 Modernizing the upper airspace 24 a. Implementing free route airspace 24 b. Improving flexible use airspace 27 2.3 Modernizing air traffic systems and infrastructure 28 2.4 Integrating unmanned operations 31

PART 3: IMPLEMENTATION 3.1 Coordination, engagement and consultation 34 3.2 Conclusion 37

Airspace Strategy for Poland Page 03 Foreword from the Ministry of Infrastructure

In the period from 2003 to 2017, the number of passengers transported in Poland by Polish and foreign air carriers increased over six times. During the same period, IFR traffic movements in the Polish airspace increased almost three times. All the available forecasts (from the Polish Civil Aviation Authority, the International Air Transport Association (IATA) and EUROCONTROL) indicate further dynamic development of the aviation market in Poland. The growing demand for air flights and destinations, reduce delays, transport will bring a significant challenge improve connectivity and generate for airspace management. In this context, economic growth, while maintaining high Poland as an EU border State, plays a key safety standards. role in the performance of the wider European airspace network. The ASP 2018 sets out the necessary modernization actions required from a We are aware that we have to provide the range of aviation stakeholders to develop necessary conditions to accommodate the the airspace. I believe that the strategy will forecast traffic growth, therefore I welcome contribute to ensuring the greatest possible the joint efforts of the Polish Air Navigation efficiency and safety of airspace Services Agency (PANSA) and IATA to management with respect to the create the first edition of the "Airspace responsibilities that Poland has in those Strategy for Poland" (ASP 2018). fields and taking into consideration our obligations under international and The ASP 2018 provides the opportunity to European law. set and confirm the direction for development of the Polish airspace in the ASP 2018 will also be a support tool in the light of the growing aviation market. This process of updating Polish strategic document reflects the expectations of the documents on transport, as well as the key stakeholders in the aviation sector. preparation of a new governmental programming document on air transport The airspace is an invisible but crucial part development in Poland. The ASP 2018 has of our transport infrastructure. Its been developed following a bottom-up development will increase capacity and approach that draws together a range of bring benefits to the aviation industry, new and existing solutions that are fully passengers and the general public. aligned with the Single European Sky Airspace development will enable new initiative and SESAR programme.

Page 04 Airspace Strategy for Poland Aviation stakeholders can use the ASP to identify the actions required to maintain and enhance the performance of the airspace network, ensure fair competition and maximize the opportunities to deploy new solutions. I believe that this approach may bring more benefits than traditional approaches to airspace development like new legal regulation or other top–down initiatives. We are pleased that IATA, recognizing the essential role of Poland in the European airspace network, decided to cooperate with PANSA to create the first edition of the ASP. The dynamic development of the Polish aviation market might cause congestion challenges in the future and underpins the State’s decision to prepare a concept for a new airport – the Central Communication Hub for the Republic of Poland. This future airport will enable greater connectivity for Poland and the entire region. The first edition of the ASP provides a starting point for discussions with all aviation stakeholders about the development of the Polish airspace and will be maintained as a living document, able to respond to emerging challenges and opportunities. We are sure that big changes in aviation are coming and we have to be ready for them. ASP 2018 provides the industry with a vision for how to properly address coming challenges.

Mikołaj Wild Plenipotentiary of the Government for the Matters of the Central Transport Hub for the Republic of Poland, Secretary of State, Ministry of Infrastructure, Republic of Poland.

Airspace Strategy for Poland Page 05 PART 1: INTRODUCTION 1.1 Aviation in Poland 1.2 Overview of Polish airspace 1.3 Policy & drivers for airspace modernization 1.4 Benefits and challenges 1.1 Aviation in Poland

The Airspace Strategy for Poland (ASP) In 2005, approximately 4.6m passengers describes the strategy for the travelled by air in Poland, served by five modernization of Polish airspace. The licensed operators. By 2017, passenger strategy should be treated as advisory numbers had grown 800% to 39.9m, with material which is complimentary to State- services offered by 28 international . level strategic documents that set the direction for the future of airspace, air traffic Economic benefits of airspace management (ATM) and the aviation sector modernization in Poland: in Poland. • Air transport delivers over €5bn in The ASP is intended for all those with an economic benefits to Poland per year interest in the Polish aviation sector and its and supports over 140,000 jobs. connections with the country’s wider • Polish airspace modernization is transport network, including - passengers, expected to increase GDP by €6bn, consumers, the military, aircraft operators, provide a further 65,000 jobs and , air navigation service providers generate €400m a year in benefits for (ANSPs), companies that rely on air Polish consumers out to 2035. transport to conduct their business and communities that may be affected by the Source: IATA environmental impact of flights. Aviation is a key part of Poland’s transport | Aviation in Poland infrastructure and the sector relies greatly Aviation keeps people connected with one on the performance of the airspace to another and provides the international operate efficiently and continue to grow. access that Poland needs for economic The Polish aviation market is now growing growth, business and tourism. The aviation above the average in the EU. Demand sector has a long history in Poland. The first forecasts predict that traffic levels in Polish international air route was established in airspace will continue to rise, driven in part the 1920s, shortly before LOT Polish by the development of the new Solidarity Airlines launched its first operations. Air Airport – a main feature of the Central traffic levels have grown significantly since Transport Hub (CTH) project. Irrespective – especially following Poland’s accession to of the CTH project, airspace modernization the in 2004, which is needed in Poland to accommodate the prompted the liberalization of the aviation growth in demand at existing airports, while sector and allowed more foreign operators, enhancing safety, operational resilience, including low cost carriers, to enter the environmental performance and market market. competitiveness.

Airspace Strategy for Poland Page 07 1.2 Overview of Polish airspace

Flights in Polish airspace can be Poland’s seven largest airports handle the categorised into three types: commercial majority of the commercial air transport. air transport carrying fare paying These airports are listed by size, in terms of passengers and freight, general aviation 2017 annual traffic numbers below*: and the military. There were over 340,000 commercial air transport flights in 2017 Airport # flights travelling to and from 15 airports*, of these: Chopin 157,044 • 82% were international flights; and Krakow 44,188 Gdansk 36,504 • 18% were Polish domestic flights; 27,295 Polish airspace and more specifically the Wroclaw 22,899 Warsaw Flight Information Region (Warsaw Warsaw Modlin 17,279 FIR) is divided into two main categories, controlled and uncontrolled. The majority of Poznan 15,773 commercial flights operate in controlled The general aviation sector that includes airspace under the monitoring and direction private pilots, light aircraft pilots, gliders of PANSA – the organisation responsible for and a range of other operators mainly use the provision of air traffic control services in uncontrolled airspace. Airspace Poland. The 10 largest commercial air modernization is expected to improve the transport operators in Poland today are set access to airspace for general aviation by out below. Operations are dominated by enabling greater integration of different LOT Polish Airlines, and airspace users. that currently hold 76% of the market*. The military is a significant user of both controlled and uncontrolled airspace to protect the country’s borders and often operates within the confines of flexible airspace structures that can be reserved on a temporary basis and released when they are not required.

In addition, Polish airspace is increasingly required to accommodate drones or unmanned aerial vehicles (UAVs) that will fly beyond visual line of sight without airspace segregation.

*Source: Polish Civil Aviation Authority, www.ulc.gov.pl

Page 08 Airspace Strategy for Poland | Overview of Polish Airports Along with passengers, the airports also Chart 01 sets out the size and locations of managed 106.7m kilograms of freight the 15 Polish airports. The chart includes travelling to, from and within Poland in the number of passengers (PAX) and air 2017. Air transport is crucial for the transport movements (ATMs) at each distribution of high value to weight airport in 2017 and the location of the new products. Air freight typically accounts for Solidarity Airport that will be constructed as less than 1% of the tonnage of Polish trade part of the CTH project. with the rest of the world, but in value terms it makes up around 25% of the total.

Chart 01 Polish airports, 2017 passenger numbers and ATMs (source: IATA)

Airspace Strategy for Poland Page 09 1.3 Policy & drivers for airspace modernization

| Airspace modernization policy The goal of the CTH project is to establish a Poland’s airspace modernization policy universal passenger transport system objectives are derived from three State- through the development of a new central level strategic documents: hub that will become one of the largest in Europe, and through the re-development of • The Responsible Development Strategy the railway network so that it becomes an - 2020 (with a 2030 view). attractive alternative to road transport.

• The Transport Development Strategy - The Solidarity Airport will be located 2020 (with a 2030 view); and between Łódź and Warsaw and aims to serve around 45m passengers per year • The National Spatial Development when it enters into service in 2028. The Concept – 2030. location of the new airport will offer the The Responsible Development Strategy opportunity for further uninterrupted sets out the high-level economic development, allowing growth to around development goals and includes the case 100m passengers per year over the life of for the CTH project. The Transport the infrastructure. Development Strategy lays down the The CTH project will require significant directions for the development and investments to modernize the surrounding integration of all transport modes, including airspace and connect the new airport into aviation, to improve the movement of goods the existing air transport network. Airspace and people. The National Spatial modernization in Poland will be guided and Development Concept is the most driven by the rich outputs of the Single important strategic document on spatial European Sky (SES) initiative and SESAR planning and management in Poland. programme.

Page 10 Airspace Strategy for Poland | Drivers for airspace modernization 6. Resilience: The need to continuously There are seven main drivers that the policy improve the resilience of the airspace objectives for airspace modernization in network to adverse weather and other Poland aim to address, in line with State- forms of disruption, including mitigating level transport and development strategies, the impact of disruptions in these are: neighbouring European airspace.

1. Safety: The need to deliver continuous 7. Environment: The need to develop new improvements in aviation safety by policies and operational approaches to reducing risk factors and controlling better manage the environmental them at an acceptable level in line with impacts of aviation, especially aircraft the approach to safety and risk emissions and noise. management set out in Annex 19 to the The ASP describes a range of airspace ICAO Convention on International Civil modernization initiatives that aim to address Aviation. these drivers, including: 2. Capacity and Growth: The need to • Replacing the fixed route structure in the introduce additional capacity to upper airspace with the free route accommodate growing demand from airspace (FRA) concept, allowing aircraft airspace users, especially growth to follow optimized flight paths with generated by the new Solidarity Airport. fewer restrictions. 3. Punctuality: The need to tackle • Improving the Flexible Use of Airspace hotspots of congestion within the to provide civil and military users with current airspace network and optimize efficient access to the airspace in line the performance of existing airport with the demands of their operations. infrastructure, especially operations from Warsaw Chopin, prior to the • Redesigning the busy terminal airspace opening of the new Solidarity Airport. to accommodate the new Solidarity Airport and optimize the performance of 4. European integration: The need to existing airport infrastructure. implement internationally agreed requirements set out as part of the SES • Deploying new ATM systems and initiative and SESAR porgramme that infrastructure that will improve the flow are designed to increase the overall of traffic to better manage ground delays safety, capacity and efficiency of the and pinch points across the airspace European airspace network. network.

5. Unmanned Integration: The need to • Redesigning airport arrival and integrate unmanned operations into the departure routes so flights can climb existing Polish airspace and air traffic and descend continuously, and better management arrangements safely and manage the impacts of aircraft noise. efficiently.

Airspace Strategy for Poland Page 11 1.4 Benefits and challenges

| Benefits of airspace modernization For airports, the greater integration of Airspace modernization is expected to airport ground operations with airborne generate a range of benefits for a broad mix traffic flows is expected to improve of stakeholder groups. Due to the throughput and resilience. complexity of the airspace, realising For the environment, although there will be benefits for some stakeholders may at environmental impacts associated with the times create disbenefits for others. The growth in traffic levels, important arrangements established to coordinate environmental improvements are also airspace modernization in Poland will be expected from airspace modernization as required to trade-off benefits at times to aircraft can follow more fuel-efficient routes, optimize performance in the round. climb sooner, descend quieter and navigate For passengers, the benefits of the airspace more accurately around population centres. modernization are clear – fewer flight For general aviation operators, delays and service disruptions at short- modernization offers the opportunity to notice are expected to save time and access more volumes of airspace that are improve the passenger experience. not required by commercial air transport, For commercial air transport, airspace either through the rationalisation of modernization will introduce more capacity, controlled airspace structures or greater reducing delays while maintaining high flexibility in the reservation and release of levels of safety. Modernization is also areas temporarily reserved for a specific expected to improve flight efficiency, use. Modernization is also expected to predictability, punctuality and costs per improve safety by enhancing the quality flight, enabling the airlines to capitalise on and availability of communications, their investments in new technology. navigation and surveillance (CNS) information.

Page 12 Airspace Strategy for Poland For military operators, modernization is | Environmental challenges expected to enable more efficient Aviation brings significant benefits to the operations throughout Polish airspace, economy and society, but these benefits supported by greater dynamism in the come with an environmental cost, both at reservation and release of flexible airspace the local and global level. The aviation structures that are used for training and sector has an important role to play in testing. The benefits for military operators ensuring that the outcomes of airspace will be enabled by expanding the modernization are sustainable and enable cooperation between civil and military ATM improvements in environmental systems and standardizing the performance. management of flexible use airspace across European States. The ASP aims to provide clear direction for industry stakeholders to build on the For unmanned operations, modernization progress already made and ensure that will aim to enable safe and efficient access Poland leads the way in exploiting to the airspace for unmanned aerial opportunities to better manage the vehicles (UAVs) flying beyond visual line of environmental impacts aviation. sight (BVLOS). The benefits for unmanned operators are enabled by the introduction of | Aviation emissions a reliable UAV Traffic Management (UTM) Aviation Green House Gas (GHG) system that provides real time airspace emissions in Poland are increasing relative restriction information and dynamic to other transport sectors and in absolute permissions for flight where required, taking terms. Globally, it is estimated that aviation into account the pre-tactical and tactical will account for 22% of all emissions by constraints of conventional aviation 2050 if no action is taken. In Europe, operations, and airspace capacity. The aviation GHG emissions have increased by UTM system will facilitate the coordination almost 25% since the year 2000 and of UAV flights between unmanned continue to grow at an average rate of 2% operators and PANSA and provide those per year. offering air traffic control and flight information services with a useful tool for While progress is being made to increase non-verbal communication, increasing the aircraft engine efficiency, these situation awareness of all stakeholders. technological improvements are not sufficient, placing greater focus on For the economy and consumers, the operational and airspace modernization capacity to add routes and accommodate opportunities. new flights will lead to better value, more choice and enhanced global connections that can help drive the economy forward, in particular by enabling the introduction of the new Solidarity Airport.

Airspace Strategy for Poland Page 13 The Polish State is contributing to ICAO’s | Aircraft noise Carbon Offsetting and Reduction Scheme One of the most important environmental for International Aviation (known as impacts associated with the airspace at CORSIA), which is designed to lower altitudes is the effects of aircraft complement the actions that the aviation noise. Overall, airspace modernization is sector is already taking to reduce GHG expected to see a reduction in average emissions. The CORSIA scheme includes noise levels per flight, but the redistribution within its scope the deployment of technical of noise impacts between different areas and operational improvements enabled by may often lead to disruption for airspace modernization. communities living under flight paths. The Implementation of CORSIA projects will effects of new, more frequent or more begin with a pilot phase from 2021 through concentrated noise may increase the risks to 2023, followed by the first full phase, of causing general annoyance, sleep from 2024 to 2026. In Poland, the main disturbance, lower levels of productivity and technical and operational projects will be health impacts. delivered by PANSA, in line with the SES Aviation noise performance has improved initiative and SESAR programme and significantly in recent decades, driven by include: the introduction of quieter aircraft. • Optimization of the overall Polish route However, some communities experience network so that it is one of the most more noise due to the continued growth in environmentally efficient in Europe. traffic levels. In addition, the introduction of PBN routes based on satellite navigation • Implementation of free route airspace can bring more intense levels of aircraft generating significant reductions in concentration and therefore noise. aircraft fuel burn and GHG emissions. The precision and flexibility offered by PBN • Implementation of more direct flight routes also creates opportunities to deploy paths designed using advanced new operational techniques that can Performance-based Navigation (PBN) improve the management of aircraft noise, that remove the reliance on fixed ground for example by introducing multiple flight based infrastructure. paths for noise dispersion and more predictable respite. The ASP encourages • The redesign of airports’ standard these opportunities to be exploited departure and arrival routes to allow for wherever feasible, taking into account local environmentally efficient climbs and circumstances and community descents where needed. preferences. These projects are described in greater detail in Part 2 of the ASP.

Page 14 Airspace Strategy for Poland Some of the operational techniques to Noise Respite involves greater planning and better manage aircraft noise will involve predictability of aircraft noise impacts. For trade-offs with other ASP objectives such example, the planned use of different as increasing airspace capacity and runway ends at different times of day, reducing GHG emissions. These trade-off providing communities with predictable decisions will need to be factored into the relief from the noise impacts of departures. implementation process through Another example could be alternating engagement and consultation with flights between multiple departure routes stakeholders (see Part 3). according to a pre-planned schedule. Respite can be designed into airspace In general, there are four main techniques structures more easily once arrival and to better manage aircraft noise as part of departure routes are upgraded to PBN the airspace modernization process – standards because flight paths can be Traffic Dispersion, Traffic Concentration, designed with greater accuracy and Noise Respite and Noise Redistribution. flexibility.

Traffic Dispersion refers to air traffic Noise Redistribution refers to the redesign controllers instructing departing traffic to of airport arrival and departure routes at follow the same general routing but fly a lower altitudes that allows for noise impacts variety of different flight paths when to be re-distributed away from more measured over the ground. And to deploy sensitive areas. Of course, this assumes similar traffic distribution techniques for that there are adjacent areas that are less inbound traffic. sensitive to noise that the routes can be moved over. The relative noise sensitivity of Traffic Concentration is the opposite of areas is difficult to estimate and must be dispersion and is a consequence of the carefully considered when the re- accuracy of PBN routes, where aircraft distribution technique is applied. avionics are coded to automatically follow the same flight paths consistently and fly very similar tracks over the ground. The accuracy and predictability associated with PBN means it is possible to make more efficient use of the airspace and add capacity by allowing larger volumes of traffic to route through smaller areas, potentially avoiding population centres. The costs of traffic concentration fall to the minority of stakeholders that are affected by more frequent and intense noise impacts.

Airspace Strategy for Poland Page 15 PART 2: INITIATIVES 2.1 Modernizing the terminal airspace a. Airspace to enable the new Solidarity Airport b. Airspace to optimize existing airport infrastructure

2.2 Modernizing the upper airspace a. Implementing free route airspace b. Improving flexible use airspace

2.3 Modernizing ATM systems & infrastructure 2.4 Integrating unmanned operations 2.1 Modernizing the terminal airspace

| Overview of the terminal airspace However, in practice, continuous climbs and descends are interrupted by the need The terminal airspace is designed to to provide separation between constantly manage high volumes of traffic, climbing evolving traffic flows and reduce the and descending between individual airports number of congestion hotspots. The high and the upper airspace. The result is a workload placed on controllers to manage complex web of intersecting flight paths to crossing traffic also limits the capacity of and from nearby airports. the terminal airspace. The terminal airspace in Poland includes all The overall complexity of the terminal terminal control areas and control zones airspace and the lack of spare capacity has supporting the airports of Gdańsk, Krakow, weakened its resilience to adverse weather Katowice, Wroclaw, Poznań, Warsaw, and disruption (e.g. technical problems or Modlin, Łódź, Szczecin, Rzeszów, industrial action). As a result unplanned Bydgoszcz, , Zielona Góra, Olsztyn events can lead to significant delays. and Radom. The overall goal of terminal airspace Over the past few decades, many areas of modernization is that airspace capacity the terminal airspace in Poland have been should not be a constraint to growth and added to and adapted in response to throughput at the new Solidarity Airport or growing traffic levels. This approach has Poland’s existing airports and that any created some issues. In an ideal world, limitations would instead come from the departures would climb quickly and number of runways and any restrictions on continuously through the terminal airspace, their usage. and arrivals would descend continuously to the runway.

Airspace Strategy for Poland Page 17 | a. Terminal airspace modernization to The scale of the new airport and its enable the new Solidarity Airport proximity to existing operations at Warsaw Chopin, Modlin, Łódź and Radom will The development of the new Solidarity impact the surrounding airspace, creating a Airport as part of the CTH project presents driver for modernization using new the opportunity to fundamentally redesign concepts developed, for example, as part and modernize the terminal airspace that of the SESAR programme, like: serves the Warsaw region. • The widespread use of accurate and It is envisaged that the Solidarity Airport will flexible PBN routes. be located between Łódź and Warsaw, initially with two parallel runways on the • The widest possible application of east to west line. The absence of major continuous descent and continuous obstacles and environmentally sensitive climb operations (CDOs and CCOs). areas close to the airport is expected to • Greater systemisation of the airspace to enable a 24/7 operation that will serve minimise tactical airspace management. c.45m passengers per year (with the scope to rise to 100m with further development). • The use of new sequencing tools to manage traffic flows and delays.

Chart 02 highlights the location of the new Solidarity Airport (CTH) relative to the current terminal airspace. (source: PANSA)

Page 18 Airspace Strategy for Poland Having in mind the scope of the CTH project, there will be a need to reorganize the existing terminal airspace, including designing a new controlled zone and making significant changes in the terminal control area of Warsaw. New PBN routes will be required that connect efficiently with free route airspace (see section 2.2), along with the reorganization of temporary restricted areas and adjustments to the Area Control Centers (ACCs) to accommodate different traffic flows.

In order to initiate works on a dedicated terminal airspace design plan to accommodate the new Solidarity Airport it is necessary to know the previously indicated conditions and growth plans of the existing airports operating near the CTH location and specific technical plans for the construction of CTH itself.

Following the acquisition of the necessary information, PANSA will proceed with the appropriate work to prepare the infrastructure and airspace design plans for the new Solidarity Airport. Of course, the abovementioned activities will be performed in line with development stages of the CTH project.

Building the Solidarity Airport will also create the need to invest in new state-of- art CNS infrastructure – including primary and secondary surveillance radars, integrated data and communications networks. All the necessary investments are being defined by PANSA in its investment plans for the 2019 – 2024 period.

Airspace Strategy for Poland Page 19 | b. Optimizing the existing airspace Adding more capacity and improving the supporting management of aircraft noise at Chopin is enabled by the redesign of arrival and The preparatory work to design the new departure routes using PBN capabilities. Solidarity Airport is expected to be PBN removes the reliance on ground completed in 2019. The airport itself will be beacons, offering much more flexibility in constructed in the following eight years, the way that routes can be designed. entering into service in 2028. Capacity can be added by implementing Warsaw Chopin is located approximately more closely spaced routes into the same 40km to the west of the new Solidarity volumes of airspace. Airport, raising important questions about The precision and flexibility offered by PBN the future role and scale of Chopin from routes also creates opportunities to better 2028 onwards and nearby operations at manage noise impacts (as described in Modlin, Łódź and Radom. The changes section 1.4), for example by designing flight required to the terminal airspace in the paths that avoid population centres. Warsaw region are ultimately dependent on how aviation demand will be served by new Airport Collaborative Decision Making and existing airport infrastructure. (ACDM) involves the introduction of new systems and processes at Chopin to enable In the short term, several airspace the creation, refinement and exchange of modernization concepts are under runway and airspace data, including: consideration to optimize the performance of Warsaw Chopin and ensure there is • The progress of each flight turnaround; adequate capacity to meet growing • Up to date times for each flight to push demand over the next decade. Two of the back from stand and take off; and key concepts under consideration are: • Improvements in the sequence of • The redesign of arrival and departure departures to maximize runway and routes using PBN capabilities; and airspace performance and reduce • The deployment of an Airport aircraft fuel burn. Collaborative Decision Making system. With this information ACDM systems allow Chopin’s arrival and departure routes are air traffic controllers to construct an designed around long established ground optimized sequence of departures tailored navigation beacons. Although well-known to maximizing runway throughput and and highly structured, the fixed locations of airspace capacity. ACDM systems also these beacons creates inflexible and at gather the latest estimated landing times for times less efficient flight paths. The limited inbound flights to improve the management number of beacons mean many flights of ground operations that are often the converge at the same points over the cause of air traffic delays. ground, concentrating noise and constraining capacity.

Page 20 Airspace Strategy for Poland ACDM is planned for implementation to | Terminal modernization at other airports support the optimization of the Warsaw In addition to the fundamental changes that Chopin operation in two phases. The first will be needed to support the new Solidarity phase will see Chopin become one of Airport and the investments to optimize Europe’s Advanced Tower Airports by operations at Warsaw Chopin, the other automating the process by which departing Polish airports are also expected to aircraft are granted permission to push modernize their terminal airspace, back from the stand (known as a TSAT, or associated ATM arrangements and Target Start Up Approval Time). A module infrastructure. of the overall ACDM system known as a TSAT Generator will calculate the optimal Kraków Airport plans to invest around PLN time for each flight to start their departure 1 billion in infrastructure development over sequence. The optimized sequence is the next 20 years, including the potential for based a range of information about all other a new runway, extended passenger aircrafts’ departure plans, the performance terminal and new terminal. Traffic of the runways and the capacity of the growth forecasts indicate that Kraków airspace. Airport will handle as many as 12m The TSAT Generator is expected to reduce passengers per year by 2035. (Source: ground delays and increase runway Krakow Airport). throughput, enabling Chopin to increase its Gdansk Airport is expected to grow its declared capacity, should all the relevant operations from 4.6m passengers in 2017 environmental requirements be met. to 9.1m by 2035, requiring additional The second phase of ACDM airfield infrastructure and new arrival and implementation will extend the systems and departure routes. (Source: Gdansk Airport processes that support airport capacity and Master Plan). demand planning at Chopin to a broader is the second largest range of operational stakeholders, including freight airport in Poland (after Chopin). The Ground Handling Agents, Border Control airport has recently invested in PBN arrival and nearby airports that use the same and departure routes to future proof its volumes of terminal airspace such as operations. (Source: Katowice Airport) Modlin, Łódź and Radom. Wroclaw Airport is expanding its operations In the longer term, there is a possibility to with a second terminal and associated extend ACDM implementation to other ground and airspace developments that will Polish airports if operational needs justify increase its capacity to 3.3m passengers the investment. per year. (Source: Wroclaw Airport)

Airspace Strategy for Poland Page 21 Poznan Airport has recently completed an Szczecin Airport plans to expand its cargo infrastructure expansion project that will operation through the construction of a new add the capacity to accommodate growth logistics terminal which is scheduled to in line with 2035 forecasts. The airport launch in 2019 and will significantly expand plans to deploy a set of new PBN routes to on the 130,000kgs of freight handled in support the expansion in due course. 2017. (Source: Szczecin and Polish CAA). (Source: Poznan Airport). Olsztyn Airport re-opened for scheduled Rzeszow Airport has recently completed a commercial air transport operations in terminal expansion project that has grown 2016, following a major development of the the airport’s capacity to 1.5m passengers terminal, runways and surrounding per year. The project is supported by the airspace. In 2017 the airport served over planned implementation of new PBN arrival 100,000 passengers (Source: Polish CAA). and departure routes. (Source: Rzeszow Airport). Bydgoszcz Airport has experienced significant growth in the past two decades is currently served with flight numbers growing steadily to exclusively by Ryanair, who’s modern fleet c.6,800 movements per year in 2017. The will be able to take advantage of advanced local airspace is designed to accommodate PBN routes when they are deployed. a diverse mix of users because the airport also serves the general aviation community Radom Airport has been acquired by a new and hosts a flight training school. (Source: owner, the State enterprise ‘Polish Bydgoszcz Airport). Airports’, that have plans under development to significantly expand its Łódź Airport opened a new terminal 3 in operations. If approved, the expansion will 2012 with the capacity to serve 1.5m involve significant runway, airfield, terminal passengers. The airport operates in close and airspace modernization investments. proximity to Warsaw Chopin, Warsaw Modlin and the location for the new has plans underway to Solidarity Airport, creating complex, co- expand the terminal and airfield dependent airspace arrangements. infrastructure that will be accompanied by airspace developments. Lublin expects the project to complete in 2019. (Source: Lublin Airport).

Zielona Góra Airport is focused on growing domestic services between Polish cities and plans to increase its operations from 17k passengers a year in 2017 to c.0.5m by 2035, supported by accompanying airspace developments. (Source: Zielona Góra Airport).

Page 22 Airspace Strategy for Poland | Terminal modernization benefits Environmental Improvements: The summary precision and flexibility of PBN routes creates opportunities to reduce emissions In support of the extensive plans to and better manage noise impacts. These expand airport infrastructure in the opportunities must be balanced against Warsaw region and across Poland, the challenges created by more precise terminal airspace modernization is routes that concentrate aircraft noise into expected to generate the following narrower contours, and can have a more benefits. intense impact on those areas that are Additional Airspace Capacity: by affected. implementing more closely spaced PBN arrival and departure routes to individual airports that are separated by design and require less tactical intervention by controllers to manage traffic interactions.

Greater Flight Efficiency: by designing routes with greater precision and flexibility, reducing track miles and increasing the potential for continuous climbs and descents.

Safety Enhancements: by reducing risk factors in the terminal operation and ensuring they are controlled at an acceptable level in line with the Safety Management System concept set out in ICAO Annex 19, for example by designing out traffic pinch-points and unnecessary route interactions.

Greater Resilience: Additional capacity and the introduction of dedicated routes to/from each airport will strengthen the resilience of the operation to adverse weather and other forms of disruption.

Airspace Strategy for Poland Page 23 2.2 Modernizing the upper airspace

| Overview of the upper airspace | a. Implementing free route airspace

Aircraft often fly further than necessary in The goal of free route airspace is to remove the upper airspace, following routes that the fixed structure of way points in the are determined by a fixed structure of way upper airspace, enabling aircraft to fly as points, rather than the shortest, most direct close to their preferred trajectory as tracks to their destinations. A range of possible. factors determine the sequence of way points that aircraft follow, including weather Free route airspace provides aircraft with conditions and the location of flexible the flexibility to flight plan and fly the airspace structures that can be reserved for shortest, quickest, most efficient routes military activity. through the upper airspace.

The capacity and resilience of the en-route Aircraft route directly between the most operation is largely determined by the efficient combination of free route airspace ability of air traffic controllers to safely entry and exit points. Operators can plan manage the limited volume of airspace. and re-plan routes through large volumes of Flow restrictions are applied to sectors airspace with less restrictions than following when the volume and complexity of traffic the established fixed structure. Flights in exceeds a level that the controllers can free route airspace remain subject to the manage safely. The restrictions cause provision of air traffic services. aircraft to be delayed or re-routed onto different flight paths.

Page 24 Airspace Strategy for Poland Free route airspace is expected to generate • Environmental Improvements: Created the following benefits: by the reduction in aircraft GHG emissions linked to the fuel burn savings • Additional Airspace Capacity: Created of free route airspace. by removing fixed way points and enabling controllers to manage flights | POLFRA Implementation through sectors in a more efficient way. Free route airspace in Poland (known as • Greater Flight Efficiency: Created by the POLFRA) is being deployed in line with an flexibility to flight plan and fly more direct Implementing Rule set out in the SESAR routes at more efficient altitudes than Pilot Common Project (PCP), which available when following the fixed instructs all European States to remove structure. PANSA estimate potential fixed way points above Flight Level (FL) track mile savings of around 4,500 310 (31,000ft) before the 1st of January nautical miles per day, equivalent to over 2022. PANSA aim to deploy POLFRA 1,650,000 miles per year across all across Polish airspace from 2019 following aircraft operating in Polish airspace. an implementation process that will:

• Safety Enhancements: Generated by • meet safety all objectives in line with the additional airspace capacity that SMS approach in ICAO Annex 19. reduces the risk factors associated with • be compatible with existing operations. traffic congestion and peaks in controller workload. Safety benefits are supported • be sustainable through further by improvements in the predictability of development. traffic flows and will be managed in line • be capable of expansion and with the SMS approach described in connectivity with adjacent State’s ICAO Annex 19. airspace (e.g. through the Baltic FAB). • Greater Resilience: Created by the POLFRA will enable airspace users to freely flexibility to plan and re-plan flight paths plan a route from around FL095 (9,500ft) to in response to adverse weather, cruising altitude between any defined entry disruption in other State’s airspace and and exit point on the boundary of the segregated areas. Warsaw FIR, with the possibility to route via intermediate way points if required. The • Cost savings: Created by optimized existing route structure will be adapted to flight plans resulting in aircraft reduce complexity, maximize throughput carrying and burning less fuel. Also, as and maintain capacity. Flight plans do not aircraft weight optimization reduces trip need to reference the fixed ATS route fuel, there is the potential for aircraft to network but will remain subject to air traffic carry more and heavier cargo. control. POLFRA will not be applied in the terminal airspace, in controlled zones around airports or in uncontrolled airspace.

Airspace Strategy for Poland Page 25 Chart 03 illustrates the boundaries of Aircraft departing from airports located POLFRA from FL095 to FL115 along with within Poland must plan their flights via the the locations of Poland’s terminal airspace. ATS route network from the end of the Chart 04 illustrates the boundaries of runway to a published departure POLFRA from FL285 to FL460. Airspace connecting point into free route airspace. users can file free route airspace flight After that point they may flight plan plans with intermediate points in order to according to free route airspace rules. optimize their profile, circumnavigate a particular area, indicate a change in flight PANSA plans to expand and improve the level, flight rules or speed, or remain capability of POLFRA in the years following compliant with FIR boundary rules. There is the initial implementation by removing no restriction on the number of some of the constraints linked to the ATS intermediate points that can be used. route network and establishing efficient cross-border arrangements with free route airspace in Lithuania (through the Baltic FAB) and in Germany, Ukraine and Scandinavia.

Chart 03 POLFRA boundaries, FL095 - 115 Chart 04 POLFRA boundaries, FL285 - 460

Page 26 Airspace Strategy for Poland | b. The flexible use of airspace concept airspace capacity, national security requirements will mean some volumes of There are flexible use airspace structures airspace will remain inaccessible to non- established in Polish airspace for essential military users at certain times. military activities like training and weapons testing. The military reserve the airspace on | A-FUA benefits summary a temporary basis and hand it back for civil use when it is not required. The process of Improving FUA is expected to generate the temporary reservation and handing back following benefits: flexible airspace structures that are shared between civil and military users is known as • Additional Airspace Capacity: by the flexible use of airspace (FUA). maximizing the opportunities for civil users to plan and fly through segregated The concept of modernizing the systems areas when they are not activated, and processes used to manage FUA is allowing air traffic controllers to manage known as Advanced FUA (A-FUA). The more flights through the same sectors. goal of A-FUA is to enable airspace users to fly as closely to their preferred trajectory • Safety Enhancements: by adding as possible without being constrained by airspace capacity that reduces the risk areas that are segregated for Military factors associated with traffic activities. A-FUA is a key enabler for free congestion and peaks in controller route airspace and allows military users to workloads and by better information reserve and release segregated areas more about airspace usage that reduces efficiently to best meet their mission infringements by civil users into requirements. segregated areas. Safety benefits will be tracked and controlled following the Improvements in the management of FUA SMS approach in ICAO Annex 19. can optimize the use of existing airspace capacity and help to increase capacity. • Greater Flight Efficiency: by the flexibility PANSA, the Ministry of National Defence for civil users to plan and fly more direct and the Polish CAA are working together to routes through segregated areas when deploy A-FUA by strengthening the they are not activated, reducing flight technology and processes used for times and track miles. reserving flexible airspace structures. • Greater Resilience: by the flexibility to Flexible airspace structures are essential to plan and re-plan flights through maintain operational capability and meet a segregated areas that are not activated range of military training and development to avoid adverse weather and other objectives. While the adoption of new forms of disruption. technology and processes provides scope • Environmental Improvements: by the for greater dynamism in the reservation and reduction in aircraft GHG emissions use of segregated areas, to increase linked to the fuel burn savings.

Airspace Strategy for Poland Page 27 2.3 Modernizing ATM systems and infrastructure

| Modernizing ATM systems | PEGASUS_21 Upgrades The ASP includes plans developed by PEGASUS_21 (Polish Enhanced PANSA to modernize the ATM systems Generation ATC system for Unified used by air traffic controllers to manage the Solutions of the 21st Century) is the main flow of traffic safely and efficiently. The ATM system used by Polish air traffic modernization of ATM systems is required controllers and is deployed at 150 to enable other key initiatives within the operational positions in PANSA’s control ASP, including the introduction of free route centres and at many airport towers. airspace, improvements to FUA, and the modernization of the terminal airspace. The The system is currently being upgraded to integration of Polish airspace with the wider support the initial introduction of free route European network is also enabled by the airspace by offering better flight tracking modernization of ATM systems, which are and medium-term conflict detection standardised across State ANSPs through information. The upgrades will also see the the SESAR programme. introduction of a traffic sequencing tool that enables better arrival management of In general terms, the modernization of ATM inbound traffic flows. Arrival management systems aims to enable air traffic controllers capabilities are an important enabler for the to manage a larger number of flights with optimization of operations at Warsaw more routeing options. Better sharing of Chopin. In the long-term the PEGASUS flight information between air traffic and system will be replaced by the solution other operational stakeholders allows developed according to iTEC principles controllers to detect conflicts between where leading European States are working traffic flows sooner and more easily, together to create a common ATM software allowing them to increase capacity. platform using a joint set of requirements.

Page 28 Airspace Strategy for Poland | iTEC - convergence of ATM Systems The system supports both the free route airspace and the conventional environment, iTEC (Interoperability Through European including automated processes for the Collaboration) is a family of next-generation provision of air traffic services, conditional ATM systems that brings together the direct routes, the management of restricted ANSPs of Spain, Germany, the UK, the areas and real-time coordination of Netherlands, Norway, Poland and airspace activations. Lithuania. The iTEC concept aims to enable widespread improvements in safety, The CAT system is being used successfully capacity, flight efficiency and environmental by the Airspace Management Cell in Poland performance across European airspace by (a joint civil-military unit) and by dedicated enhancing interoperability between control ATS units, both civil and military. centres and allowing aircraft operators to optimize their flight paths. At present, a new version of the system is under development by PANSA to meet the The costs of developing iTEC’s core requirements coming from the SESAR components is shared between the programme. Some of the features of the participating ANSPs. Where applicable, the new version include: development and deployment activities are conducted within the SESAR programme. • Airspace data according to the Systems based on the iTEC principles will Eurocontrol AIXM 5.1 format, with feature advanced 4D trajectory requirements for free route airspace. management functions and new conflict • Dynamic creation of Updated Airspace management tools. The systems will also Use Plans (UUPs) and online distribution allow volumes of airspace to be managed in to the Network Manager (via the a more flexible and dynamic way, Network Operations Plan Portal). responding to changes in traffic demand, weather conditions or adapting to • WEB interfaces for external users. reservations of restricted airspace. • Visualization of air traffic flow and capacity management data to optimize I Common Airspace Tool - CAT airspace allocation. In order to support and enhance the airspace management process, PANSA has developed an airspace management (ASM) system known as CAT (Common Airspace Tools). The functionality of the system encompasses all phases of airspace management, starting from long term event planning to airspace management in the pre-tactical and tactical phases of the operation.

Airspace Strategy for Poland Page 29 | Flight information displays PANDORA is constantly being developed and modified, allowing it to: In today’s operation, many of the decisions made about managing the flow of traffic • Adapt to new requirements from the through Polish airspace in line with SESAR programme. available capacity are not based on accurate information. There is often little • Display new information from new consistent up to the minute information sources. about when flights plan to arrive at airports, • Meet the expectations of new and turnaround and then depart. Airports, existing users. airlines, air traffic controllers and other operational organisations like the European • Improve the safety of the system. Network Management Operations Centre (NMOC) all use different information, managed by different systems, and updated at different times.

The gaps in information, and the time and effort needed to close them, reduces the effective capacity of the airspace. For example, the lack of accurate information about inbound, turnaround and outbound traffic flows impacts punctuality at airports. Poor punctuality often has knock on effects throughout the day in the form of rotational delays.

PANDORA is an Information Display System (IDS) designed by PANSA to support controllers by displaying real time data about the current operational situation from a range of different sources, including those internal to PANSA and externally from cooperating organisations such as MET providers, the military, airports and other State ANSPs.

All information is collected in one database and then presented through a customized client software, considering the needs of the individual services being offered.

Page 30 Airspace Strategy for Poland 2.4 Integrating unmanned operations with manned aviation

Demand for unmanned operations in Unmanned operators are already offering Poland are expected to increase services in sectors that were previously significantly in the next decade. By 2035 reserved exclusively for manned aviation, unmanned operations are predicted to including aerial photography, mapping, become the dominant form of air traffic in inspections, agriculture and logistics. terms of the number of flights. During the Overtime, with the development of new same timeframe, demand from the aerial vehicles and supporting services, established commercial air transport, drones are expected to expand into the air- general aviation and military sectors will taxi and personal transport markets. continue to grow. New airspace designs, ATM concepts and CNS capabilities are At present, flights of unmanned aircraft are required to integrate unmanned operations regulated for operations performed in the with manned aviation in a safe and efficient visual line of sight (VLOS) and for aircraft way that protects resilience and business weighing no more than 150kg (flights for continuity. "commercial" purposes in the weight range 25kg-150kg are subject to additional Initiatives to support the integration of restrictions). Other operations can only unmanned operations in Poland must also take place in segregated airspace align with the wider European approach structures. Intensive work is being carried that is currently under development. The out at international and national level on the drone sector in Poland has been steadily possibility of allowing more forms of growing since the publication of the first unmanned operations beyond visual line of regulations dedicated to the unmanned sight (BVLOS) and outside segregated operations in 2013. volumes of airspace.

Airspace Strategy for Poland Page 31 PANSA’s strategic objectives are focused Automatic messaging will inform drone on accommodating and supporting the operators about the possibility to conduct rapid expansion of the drone sector and the flights and the conditions necessary to safe, efficient integration with existing ensure safety and compliance with the airspace users. These objectives are regulations. The UTM system will also supported by the design and development include the functionality to instantly pass of Poland’s UAV Traffic Management information to operators, so as to ground all (UTM) system for the coordination, UAVs due to, for example, an emergency integration and management of drone medical flight. flights.

The existing ATM systems that focus on conventional manned aviation (as described in section 2.4) are considered too expensive to adapt directly to the requirements of the unmanned sector.

PANSA is currently working on the development and implementation of an initial UTM system to accommodate existing demand for unmanned operations. However, in a short period of time the demand for drone flights is likely to far exceed the capacity of PANSA air traffic controllers to accommodate. Dedicated IT systems for the management of unmanned operations are expected to be required in the medium to long term. As a result, a dedicated UAV unit has already been created within PANSA.

The initial UTM system is focused on supporting the operation of smaller drones (up to 25kg) in very low-level altitude airspace and the link with DTMs (Drone Traffic Management), which will be deployed for specific purposes (i.e. for metropolitan areas). The UTM system will enable greater automation of the flight coordination process through electronic non-verbal communications between drones operators and PANSA.

Page 32 Airspace Strategy for Poland PART 3: IMPLEMENTATION 3.1 Coordination, engagement and consultation 3.2 Conclusion 3.1 Coordination, engagement and consultation

| European coordination | National approach Many aspects of the ASP form part of the In addition to the European level wider SES initiative and SESAR coordination provided by SESAR, the ASP programme. The SES initiative is sponsored at a national level, aims to provide guidance by the European Commission and provides for the aviation industry on airspace the overarching framework to modernize modernization within Poland and in close the airspace and ATM network across collaboration with other States’ airspace Europe. The SESAR programme is a key (for example with Lithuania through the strand of the SES framework that aims to Baltic FAB). implement new concepts and technologies in support of airspace modernization. Having in mind that the ASP is a document developed between IATA and PANSA and PANSA plays a key role in the positively recognized by the Minister development, testing and implementation of responsible for civil aviation – it represents key SESAR outputs through the PCP a first step in the extension of the strategic Implementing Rule. The PCP coordinates coordination for airspace modernization the deployment of six core ATM between Polish aviation stakeholders. functionalities (AFs) that are considered essential for the modernization of airspace across Europe. It is important that the ASP supports the implementation of the functionalities required by the SESAR PCP in the timelines required.

Page 34 Airspace Strategy for Poland European ANSPs operate in highly • Assisting stakeholders in the regulated environment through the planning development and deployment of specific and monitoring system established by the airspace and ATM related projects. EU regulatory framework dedicated to the performance scheme for air navigation | Stakeholder engagement and consultation services and network functions. On the The ASP sets out a framework of airspace other hand, PANSA is an active player in modernization initiatives, incorporating the European and regional initiatives dedicated requirements of key aviation stakeholders. to the optimization of air navigation services It also refers to some important factors such as the Baltic FAB, A6 alliance, Gate which will have an impact on all aviation One, B4 Consortium and CANSO. The stakeholders, in particular: development of the ASP aims to support and add value to PANSA’s inputs into these • The Central Transport Hub as a ‘game forums and coordination platforms. changer’ in the map of Polish airports and the structure of Polish airspace. It is important that the ASP document • Forecast air traffic growth in Polish establishes an overview and strategic airspace – in terms of numbers of direction for airspace modernization in passengers and movements. Poland, as agreed so far between PANSA and IATA. Thus the national strategy’s main • The need to avoid a capacity crunch role will be, but not limited to: that is already impacting aviation performance in the core European area, • Providing the government and regulator through generating additional airspace with well-considered strategic industry capacity. advice on airspace modernization and ATM related matters. • Better canalization of air traffic flows – having in mind that Poland is considered • Providing an assistance to the a “gateway” between western and government works dedicated to the new eastern air traffic. Solidarity Airport – assuming that the • Special attention to research, CTH project will have a pivotal role in the development and innovation aspects development of the whole aviation related to ATM (especially those linked market in Poland. to the SESAR Programme). • Providing aviation stakeholders in This edition of ASP is a first step in Poland with strategic directions for gathering the common approach and jointly airspace modernization and a set of key agreed initiatives between all aviation initiatives agreed so far between PANSA stakeholders on the national level. It is not and IATA. the complete picture of the Polish aviation sectors requirements and strategic • Development of an industry position on direction regarding airspace and ATM – but the implementation of the key airspace the settlement of a solid basis for future modernization initiatives. works.

Airspace Strategy for Poland Page 35 A variety of stakeholders will be invited to provide their feedback and contribution to the future editions of the ASP. In this context, stakeholders are invited to:

• Identify how best to incorporate and coordinate the adoption/integration of new and emerging technologies including integration of unmanned operations.

• Develop of a whole of industry view of what communications, navigation and surveillance systems should be capable of achieving in the short, medium and long term.

• Make recommendations regarding continuing investments in, maintenance, or disposal of, key air traffic infrastructure.

• Provide contributions to reviews and make recommendations for the updating of future editions of the ASP.

Page 36 Airspace Strategy for Poland 3.2 Conclusion

The Airspace Strategy for Poland is an The ASP is positively recognized by the expression of the common perspectives of Minister responsible for civil aviation and it IATA and PANSA. The document covers aims to be a guidance and advisory the agreed scope of initiatives on airspace document, especially for airspace and ATM modernization. In addition, both parties modernization related matters, during the believe that PANSA will provide an preparation of the State-level strategic important contribution to airspace documents dedicated to the overall modernization across Europe. The current development of the aviation sector, evolution of aviation market needs, Poland’s transport infrastructure and the especially the growing demand for airspace wider economy. capacity is a major factor which encouraged IATA and PANSA to undertake this bottom-up initiative.

Having regard to the Central Transport Hub project – the ASP aims to contribute to shaping the perceptions of the aviation industry on the role and scope of developments needed not only on the ground (i.e. infrastructure) but also within the airspace structure. The ASP also raises the relevance of the period directly before opening the CTH, which will be crucial for a smooth transition of air traffic management arrangements and passenger traffic flows.

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