MITIGATING ASH IMPACTS WHAT WE’VE LEARNED AND IMPROVED POST 2010

STATE PROFILE SPECIAL FEATURES: & REPUBLIC OF KOREA

TOURISM & : the UNWTO PERSPECTIVE NEGOTIATING SUCCESS AT ICAN2012 IN JEDDAH

Vol. 68, No. 1

Contents

Message from the President A remarkable level of cooperation among States and a host of The ICAO Journal 4 Volume 68, Number 1, 2013 other stakeholders has been key to establishing a new global safety risk framework for determining safe levels of operations through Editorial volcanic ash. ICAO Communications Unit Tel: +1 (514) 954-8220 www.icao.int Heeding Eyjafjallajökull’s lessons [email protected] The eruption of Iceland’s Eyjafjallajökull volcano in 2010, and its twitter.com/icao 6 subsequent impact on the aviation community, has become a catalyst Bang Marketing for galvanizing global action including the substantial work and Stéphanie Kennan achievements of ICAO’s International Volcanic Ash Task Force. Tel: +1 (514) 849-2264 E-mail: [email protected] Website: www.bang-marketing.com Tourism and aviation: sharing the benefits of growth World Tourism Organization (UNWTO) Secretary-General, Taleb Rifai, Advertising 14 FCM Communications Inc. says the UNWTO is firmly committed to the goal of fostering closer Yves Allard cooperation and collective action between tourism and air transport Tel: +1 (450) 677-3535 at the international level. Fax: +1 (450) 677-4445 E-mail: [email protected] ICAO Air Services Negotiation (ICAN) event produces record results Submissions ICAN agreements provide the basis for expanding market access and The Journal encourages submissions from interested 16 individuals, organizations and States wishing to share route connectivity between States, bringing benefits to consumers updates, perspectives or analysis related to global and contributing to the development of local communities and the civil aviation. wider economic interests of countries. Subscriptions and single copies Yearly subscription (six issues per year) US $40. Single copies available for US $10. For subscription ICAO News in Brief and sales information, please contact the Sales and 18 Customer Relationship Unit Tel: +1 (514) 954-8022 E-mail: [email protected] 21 - STATE PROFILE: singapore Published in Montréal, Canada. ISSN 0018 8778.

The information published in the ICAO Journal was correct at time of printing. The opinions expressed are those of the authors alone and do not necessarily 37 - STATE PROFILE: korea reflect the opinions of ICAO or its Member States. Reproduction of articles in the ICAO Journal is encouraged. The ICAO Journal must be credited in any reproduction. 49 ICAO online Printed by ICAO

State Profiles published in the ICAO Journal are special Forum: Strategic Planning to achieve meaningful change advertising features and the International Civil Aviation Organization does not assume any responsibility or 50 Laila Hareb, Executive Director of Strategy and International Affairs, liability for the content therein or any consequences of UAE General Civil Aviation Authority (GCAA), describes the development whatsoever nature arising therefrom. While ICAO makes and implementation of the GCAA Strategic Plan designed to make every effort to ensure the accuracy of the material of these profiles, the advertiser is solely responsible for the organization among the best of the regulatory authorities in the the content. Information contained therein does not aviation sector. necessarily represent or reflect the views, opinions and policies of the International Civil Aviation Organization. www.icao.int

ICAO Council Information accurate at time of printing President: Mr. R. Kobeh González (Mexico)

Argentina Mr. J. Gelso Malaysia Mr. Y.H. Lim Australia Ms. K. Macaulay Mexico Mr. D. Méndez Mayora Belgium Mr. G. Robert Morocco Mr. A. Boulmane Brazil Mr. J. D’Escragnolle Nigeria Dr. O.B. Aliu Taunay Filho Paraguay Mrs. A. Torres de Rodríguez Burkina Faso Mr. M. Dieguimde Peru Mrs. D. Sotomayor Cameroon Mr. E. Zoa Etundi Republic of Korea Mr. D. Choi Canada Mr. M. Allen Russian Federation Mr. A. A. Novgorodov Mr. T. Ma Saudi Arabia Mr. T. M.B. Kabli Colombia Mr. A. Muñoz Gómez Singapore Mr. T.C. Ng Cuba Mr. J. F. Castillo de la Paz Slovenia Mr. A. Krapež Denmark Mr. K. L. Larsen South Africa Mr. L. Mabaso Egypt Mr. A. I. H. Mahmoud Spain Mr. V. M. Aguado France Mr. M. Wachenheim Swaziland Mr. D. Litchfield Germany Mr. U. Schwierczinski Uganda Mr. J. W. K. Twijuke Guatemala Mr. H.A. Rosales Salaverría United Arab Emirates Ms. A. Al Hamili India Mr. P.N. Sukul United Kingdom Mr. M. Rodmell Italy Mr. E. Padula United States Mr. D. Woerth Japan Mr. T. Koda

ICAO Air Navigation Commission (ANC) Information accurate at time of printing President: Mr. Christian Schleifer-Heingärtner Members of the Air Navigation Commission are nominated by Contracting States and appointed by the Council. They act in their personal expert capacity and not as representatives of their nominations.

Mr. A.H. Alaufi Mr. J. I. Dow Mr. J. Herrero Mr. A.H. Tiede Mr. S.C.M. Allotey Mr. M.G. Fernando Mr. A.A. Korsakov Mr. D. Umezawa Mr. D.C. Behrens Mr. P.D. Fleming Mr. R. Monning Mr. S. Vuokila Mr. M.A. da Costa Mr. R.O. González Mr. H. Park Mr. F. Zizi Junior Mr. M. Halidou Mr. F. Tai

ICAO’s Global Presence

North American, South American Western and European and Middle East Eastern and Asia and Pacific Central American (SAM) Office, Central African North Atlantic (MID) Office, Southern African (APAC) Office, and Caribbean Lima (WACAF) Office, (EUR/NAT) (ESAF) Office, Bangkok (NACC) Office, Dakar Office, Nairobi Mexico City París

Message from the President of the Council

Roberto Kobeh González, President of the Council of ICAO Stressing progress and commitment on volcanic ash

4 ICAO JOURNAL – ISSUE 1 2013 Message from the President of the Council Message from the President of the Council

We all vividly remember the aftermath of the eruption It is noteworthy in this regard that ICAO and other of Iceland’s Eyjafjallajökull volcano in 2010. For days, air stakeholders are maintaining comprehensive work transport in Europe came to a standstill, impacting thousands programmes in order to achieve an even better understanding of flights in and out of the Region. lost hundreds of of such essential issues as engine and airframe susceptibility millions of dollars, tens of thousands of people were stranded to volcanic ash, the concept of visible ash, and the use of ash at airports and the billions in wider economic impact were concentration levels in the strategic planning phase. quickly felt around the world. This turned out to be the single most disruptive event in the history of civil aviation from Likewise, work has started at the regional level to develop and natural causes. implement air traffic management volcanic ash contingency plans on the basis of globally applicable principles – but The fundamental issue was one of safety. Even as the crisis tailored to regional/sub-regional/national circumstances. was unfolding, there was mounting pressure to resume flights, This action acknowledges the complicated reality that if only on a selective basis. The decision was taken to ensure volcanoes, eruptions and the ash they produce are ultimately safety prioritization and keep aircraft grounded. unique in many respects.

As assurances grew, the Ministers of Transport of the This issue of the ICAO Journal provides an exceptional (EU) decided to gradually reopen the European overview of the urgent work carried out over the past airspace, in a safe and coordinated manner. At the same time, three years on one of the most spectacular and potentially ICAO met with aviation stakeholders to plan short and medium overwhelming threats to the safety of air transport. It pays term actions to advance the science of aviation safety and tribute to the hard work of individuals and organizations airspace contaminated by volcanic ash. We also wanted dedicated to coming to grips with a phenomenon that to better understand the Eyjafjallajökull context and to nothing in recorded history could have prepared us for. incorporate the lessons learned into updated and more flexible guidance material. Above all, this report is about the extraordinary power of cooperation among States and a host of other stakeholders In the ensuing three years, we have made enormous progress. – the scientific community, aviation safety professionals, I believe we are now much better prepared to react quickly, manufacturers, airports and airlines industry – in establishing effectively and, most important, safely to another major a new global safety risk framework for routinely determining volcanic eruption anywhere in the world, however this safe levels of operations through volcanic ash. progress must be continued.

ICAO and other stakeholders are maintaining comprehensive work programmes in order to achieve an even better understanding of Stressing progress such essential issues as engine and airframe susceptibility to volcanic ash, the concept of and commitment visible ash, and the use of ash concentration on volcanic ash levels in the strategic planning phase.

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Heeding Eyjafjallajökull’s lessons

The eruption of Iceland’s Eyjafjallajökull volcano in 2010 clearly demonstrated the vulnerability of aviation to volcanic eruptions that occur in or near to high density airspace. More than 100,000 commercial flights were cancelled during the volcano’s eruptive phase and over $5 billion1 in global GDP was lost due to what eventually became the largest shut-down of European air traffic since World War II. IATA estimated that its airlines alone lost $1.7 billion due to this single volcanic event.

In light of the scale of these impacts, ambitious programmes were undertaken in 2010 to draw lessons from Eyjafjallajökull. These efforts have helped ensure the smoother handling of similar eruptions such as the Puyehue-Cordón Caulle eruption in Chile in 2011, where the ash plume circumnavigated the southern hemisphere several times, affecting many flight information regions.

Karsten Theil, former ICAO Regional Director Europe and the North Atlantic (EUR/NAT), summarizes the work and achievements of ICAO’s International Volcanic Ash Task Force in this special submission to the ICAO Journal, with support from ICAO’s Meteorology Section and from Peter Lechner, Chief Meteorological Officer at the Civil Aviation Authority of New Zealand and Chairman of ICAO’s International Volcanic Ash Task Force (IVATF) and International Airways Volcano Watch Operations Group (IAVWOPSG).

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The eruption of the Eyjafjallajökull volcano, situated in the Southern part of Iceland, started with a flank eruption on 20 March 2010. The explosive phase of the eruption began on 14 April and lasted 39 days. A volcanic ash plume was first The International Airways observed in the early morning of 14 April, and it gradually Volcano Watch rose during the day, reaching around 10 km above sea level The International Airways Volcano Watch (IAVW) was by evening. North westerly winds carried the ash towards established by ICAO in close coordination with the World the southeast with ash reaching Europe in the following days. Meteorological Organization (WMO) in November 1987. It helps civil aviation mitigate the significant hazards In accordance with ICAO provisions, upon receiving notifi- cation from the Icelandic Meteorological Office and armed posed by volcanic eruptions and volcanic ash in the with a necessary set of eruption source parameters, the atmosphere on safe and efficient aircraft operations. London Volcanic Ash Advisory Centre (VAAC) activated its Since the late 1980s, through a global, collaborative atmospheric transport and dispersion model and, supported by approach led by ICAO, the IAVW has matured into a an observational analysis, began issuing volcanic ash advisories comprehensive worldwide monitoring and notification on the extent and movement of the volcanic ash cloud. Several system consisting of volcanological observatories, other VAACs, within the framework of ICAO’s International meteorological offices (including volcanic ash advisory Airways Volcano Watch (IAVW), provided further advice, centres), air traffic service units and users. assistance and coordination where the volcanic ash cloud extended beyond the London VAAC’s area of responsibility. ICAO provisions relating to the IAVW ensure the necessary monitoring of active or potentially-active Immediate reactions volcanoes, the observation, reporting and predicted Since 2004, and in support of the IAVW structure outlined movement of volcanic ash in the atmosphere, the issuance above, Air Traffic Management (ATM) Volcanic Ash Contingency of information to aircraft in flight and to aerodromes Plans had been established for the European (EUR) and the warning of the presence or expected presence of volcanic North Atlantic (NAT) Regions of ICAO. Similar procedures were ash, information regarding the closure of air routes and in place for aircraft operators with recommendations stipulating aerodromes, the activation of alternative contingency that air traffic control should not allow flights through volcanic routes, and the reporting by pilots to air traffic service ash-contaminated airspace and that pilots should avoid units of any observed volcanic activity or encounters volcanic ash. with a volcanic ash cloud.

Eyjafjallajökull’s volcanic ash was relatively fine-grained and ejected high into the atmosphere. The ash could therefore potentially be carried over long distances. This was correctly nated airspace. Based on the procedures, guidelines and level forecast by VAAC London and aircraft operators responded of experience available at the time, this was the only option by cancelling flights in contaminated and potentially contami- that would adequately ensure flight safety.

“The IVATF has been a very important catalyst in galvanising emphasised that work on the mitigation of volcanic ash globally the volcanic ash event mitigation effort. The Task safety and economic risk is no small thing. It is effectively Force has produced a number of important guidance documents about continuing to build a global system and perspective on and clarified many areas of concern and confusion in the geophysical and meteorological phenomena that is relatively international aviation sector. new to aviation. Most importantly, the Task Force brought together for the first So while the Task Force achieved much, there is more to do. time under the ICAO umbrella, a global representation of disci- In particular, work in areas like defining engine and airframe plines including pilots, airlines, scientists, aircraft engineers, ATM, tolerance and design criteria, as well as reducing uncertainties and infrastructure and operations experts. This inter-disciplinary in ash reporting and plume modelling is expected to eventually approach was a fundamental key in rapidly advancing the issues provide critical warning system enhancements in the future. and achieving the outcomes sought. It serves as an excellent Importantly, the objective remains to provide increasingly model for solving other international aviation issues. granular and robust information that will allow aircraft to The Task Force’s recommendations will now be implemented operate safely and economically proximal to volcanic ash and further developed by the ICAO IAVWOPSG in an accelerated in the atmosphere.” and re-energised work programme. However, it needs to be - Civil Aviation Authority of New Zealand

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In light of the resulting disruption to aviation across Europe, aviation be globally applicable and well understood by aviation the North Atlantic and beyond, not to mention the significant new and related technical, scientific and operational communities. perspectives on volcanic ash that Eyjafjallajökull was generating, a change to the European aviation regulation on permissible ICAO’s first response was to establish a common EUR/NAT volcanic ash concentration levels for operation of commercial Volcanic Ash Task Force (EUR/NAT VATF) to review and aircraft was made on 19 April 2010. revise the EUR and the NAT ATM Volcanic Ash Contingency Plans taking into account the experience gained. Alongside This decision allowed for the reopening of limited commercial these EUR/NAT-specific efforts, ICAO established an air traffic routes in Europe to better balance flight safety and International Volcanic Ash Task Force (IVATF) at the global economic regularity. A great deal of new data and experience level to ensure the EUR/NAT experience and recommendations was gained by aircraft operators, ATM officials and aviation would benefit other regions as well. The work of the IVATF regulators in Europe during these first weeks of limited was complementary to ICAO’s existing International Airways operations and ICAO reacted swiftly in having it reflected Volcano Watch Operations Group (IAVWOPSG) that oversees in updated guidance material. the operation and the development of the IAVW.

ICAO response By the end of June 2010, the EUR/NAT VATF had completed its The Eyjafjallajökull eruption was a strong reminder that most work and delivered a draft amendment of the revised contingency issues related to flight safety and volcanic ash have wide, plans to the European Air Navigation Planning Group and to the global implications. This realization emphasized that measures North Atlantic Systems Planning Group for adoption. During and to mitigate the effect of volcanic eruptions on international following its inaugural meeting in July 2010, the IVATF worked to address the issues highlighted by the Eyjafjallajökull eruption. Further meetings of the Task Force were held in 2011 and 2012. In late-2011, ICAO convened a meeting of senior-level decision “While the well-established ICAO IAVWOPSG, in which WMO makers to provide guidance to the Task Force on a number of has been a long-term partner and contributor, had helped fundamental issues. In June 2012, at its fourth meeting, the Task to keep aviation safe in the presence of continued volcanic Force delivered the results of its work to the ICAO Secretariat and activity around the world, it was the recent protracted was dissolved thereafter. It had completed work on the majority eruption scenario of Icelandic and Chilean Volcanoes that of the issues before it, and provided advice for existing or future demonstrated that, for an optimized balance between safety ICAO work programmes on any outstanding work that was and operational regularity and efficiency, further efforts by required. Much of the remaining work and recommendations fall all stakeholders were needed. to the IAVWOPSG that meets to further this work, amongst its The IVATF process rested on a number of pillars, one of other responsibilities, in March 2013. which was the Science effort which was very much relying on the new IUGG-WMO effort of the Volcanic Ash Scientific IVATF accomplishments Advisory Group. The Science group excelled by providing In order to develop a safety risk management framework highly relevant guidance and clarification on all aspects that would achieve maximum regularity of flights during of volcanology, the science of atmospheric transport and a volcanic eruption without compromising flight safety, diffusion of volcanic ash, and vastly improved the common knowledge base on all these aspects of volcanic ash. WMO and its partner organization, IUGG, are indeed proud to have played an active role in this process, assisting and/or facilitating a highly successful series of workshops and events that, by sharing best practices and scientific methodologies, established an improved basis for the decision support needed by the industry and regulators. The foundations were laid for a much improved capacity to provide a quantitative estimate of volcanic ash present in the atmosphere. This resulted in an improved readiness to design, produce and provide tailored information to decision makers if and when the successful conclusion of technical experiments provides reliable guidance on the ash tolerance of airframes and engines.” - World Meteorological Organization (WMO) Passengers rest on cots at the airport in , Germany, as they wait for the resumption of air travel

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the IVATF divided its work programme into four sub-groups: ■■ Atmospheric sciences. ■■ Airworthiness and aircraft operations. ■■ Air Traffic Management. ■■ IAVW coordination.

As most of the issues considered were of a highly multi-disciplinary nature, teleconferences were convened at regular intervals between meetings to ensure effective, comprehensive coordination. The Task Force work programme was updated and revised at each meeting.

Eruption situational awareness factors Most volcanic eruptions can be predicted in advance to some degree. Advance knowledge of impending volcanic eruptions is essential with regards to alerting the aviation commu- nity, in particular the flight planners and the airspace managers, that ‘normal’ flight operations might be disrupted.

In the case of Eyjafjallajökull, the first indications of magma movements were detected as early as 1992-94, and deep earthquakes were detected in 1999-2000. An eruption on 20 March 2010 was preceded by intense seismic activity and the rapid inflation of one of the volcano’s flanks. As a result of the volcano’s monitoring, the explosive eruption on 14 April was by no means a surprise to volcanologists.

The IVATF therefore performed an evaluation of the volcano monitoring gaps worldwide and recommended a future work plan in this area for the IAVWOPSG, in close cooperation with the Smithsonian Institution and the United States Geological Survey. Also in this regard, the World Organization of Volcano Observatories, through the International Union of Geodesy and Geophysics, developed initial guidelines to promote aviation-specific terms and pre-eruption information.

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For some time, the avoid visible ash concept has been employed by flight planners and pilots, while the concept of avoid all ash has been relied upon by airspace managers and air traffic managers. Each of these approaches only has limited practical applicability, in as much as: ■■ The concept of avoid visible ash only functions effectively under good daylight conditions. It therefore cannot guarantee that a flight occurring at night or in poor visibility conditions will not enter an ash cloud, posing a risk to flight safety. ■■ The concept of avoid all ash compromises flight economic regularity since it might prevent flights from operating through airspace for which the concentration of ash poses no significant flight safety risk.

In the early days after the eruption of Eyjafjallajökull, regulatory authorities in Europe, in coordination with engine manufacturers, established a threshold value of 2mg/m3 with respect to a volcanic ash concentration level that is likely to be visible and could therefore form the basis for a decision to operate Advance knowledge of impending volcanic eruptions is essential with regards a given flight or not. to alerting the aviation community, in particular the flight planners and the airspace managers, that ‘normal’ flight operations might be disrupted. A scientific analysis performed by the Task Force, however, The International Airways Volcano Watch (IAVW) was established demonstrated that there exists considerable range in by ICAO in close coordination with the World Meteorological Organization concentration values – two or three orders of magnitude – (WMO) in November 1987. It helps civil aviation mitigate the significant hazards posed by volcanic eruptions and volcanic ash in the atmosphere on that could be used to represent visible ash, even under good safe and efficient aircraft operations. viewing conditions. In addition, the Task Force found that current technologies for ash cloud detection do not support determination of the actual or forecast concentration levels Volcanic ash detection and avoidance with an accuracy that would assist operators in mitigating flight Once an eruption has started, detailed knowledge of an ash safety uncertainties. cloud’s three-dimensional size, density, composition, etc., is vital. This is true not only for flight planners and airspace The Task Force therefore identified technologies and recom- managers but also for pilots and air traffic managers who mended system requirements pertinent to ground-based, need to avoid hazardous ash in real-time. This information airborne and satellite-based volcanic ash detection systems. is also helpful to Volcanic Ash Advisory Centres as they It furthermore made recommendations on the types of volcanic seek to more accurately forecast ash cloud movement. materials that should be used to conduct airframe/engine testing.

“Volcanic contamination seriously affects the operation of aircraft and therefore pilots need accurate knowledge about its existence in airspace planned for their flight. IFALPA was an active participant to the IVATF, providing papers and presentations to the sub-groups and full task group. IFALPA appreciates that the IVATF had achieved a great number of improvements to the existing knowledge about the safe operation of flights despite the occurrence of volcanic contamination. However, the inevitable silos of information need to be integrated into a comprehensive strategy involving the whole ATM Community (as defined in ICAO Doc9854) and further effort is required to ensure all aviation decision makers are aware of the outcome of IVATF. ICAO needs to focus on developing globally harmonized Volcanic Ash Advisories (VAAs), also in graphical form, and to rationalize SARPs that currently create information overload during eruptive events. Development of technical provisions would ensure that the most accurate information concerning volcanic hazards are displayed on the flight deck in a way that can be easily used by pilots. It is essential that pilots are given clear instructions as to what information is required for flight planning and execution of the flight and how to comply with the conditions of their operator’s safety risk assessment.” - International Federation of Air Line Pilots' Associations (IFALPA)

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“The 2010 eruption in Iceland constituted a wakeup call on the disastrous economic downfall natural events can bring to aviation. Although safety was guaranteed, it turned out that the model, actions and procedures at the time, implied unnecessary closure of immense portions of airspace leading to unacceptable financial losses. At the call of the industry, ICAO acted swiftly. The convening of IVATF and the opening of the Volcanic ash end-to-end process to examination and assessment, was the right decision. The intense discussion between representatives of regulators, operators, specialized organizations and the scientific community made it clear this would constitute a complex task; handling a daunting number of variables. Within tight timelines, the IVATF produced core recommendations which were widely supported by the industry. It developed actions commensurate with the capability of the ICAO IAVW to detect and warn for visible volcanic ash. The initial guidance developed will certainly improve the evaluation and decision-making process, not only for regulators, but also operators and ANSPs. However, this is a first step with further development and implementation still to occur. Much of this work lies within the realm of the revamped IAVWOPSG process as well as operators’ SMSs. The enhancement of these will steadily improve the efficiency achieved in dealing with eruptions while allowing operations with the required level of safety.” - International Air Transport Association (IATA)

New guidance in these areas will be included in the Manual on ATM contingency planning Volcanic Ash, Radioactive Material and Toxic Chemical Clouds Realizing that ATM contingency planning needed to address (ICAO Doc 9691) and the Handbook on the International Airways regional or sub-regional nuances, the Task Force developed Volcano Watch – Operational Procedures and Contact List an ATM Volcanic Ash Contingency Plan template taking such (ICAO Doc 9766). factors into account. The template was developed on the basis of European experiences in the early days after the eruption, Health effects of volcanic sulphur dioxide as well as further findings of the Task Force. It was distributed The Task Force completed an assessment which highlighted that, to the ICAO Regional Offices to assist the Planning and during a volcanic eruption, a number of toxic gases – including sulphur Implementation Regional Groups (PIRGs) in the development dioxide (SO2) – may be emitted in addition to volcanic ash, and that of region-specific volcanic ash contingency plans, in particular it may exist quite separately from the volcanic ash cloud itself. for those ICAO Regions where no such plan had existed before.

Sulphur dioxide was considered to be of particular importance In this context, and considering that newer safety risk since it may be emitted in large quantities and potentially has assessment guidance for aircraft operators and regulatory significant health effects. The Task Force determined that authorities was now available through Doc 9974, the Task more research is necessary to better understand the potential Force recommended that Danger Areas should not be used risk of sulphur dioxide to aircraft occupants, airframe and to manage airspace, potentially or actually contaminated with engine components and any associated expeditious mitigation of the risk. This research is on-going through the International Airways Volcano Watch Operations Group (IAVWOPSG).

Risk management by aircraft operators One of the most important mandates given to the Task Force was to develop a global safety risk management framework that makes it possible to determine safe levels of operation in airspace reported or forecast to be contaminated by volcanic ash.

It therefore developed comprehensive guidance material which resulted, in early 2012, in the publication of ICAO Doc 9974 — FLIGHT SAFETY AND VOLCANIC ASH – Risk management of flight operations with known or forecast volcanic ash contamination. The new manual was co-branded by ACI, CANSO, IATA, ICAO, ICCAIA, IFALPA and IFATCA and it will be updated through the ICAO Operations Panel as further experience and knowledge arises on related hazards.

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“The IVATF divided responsibilities into four groups, one of which was Air Traffic Management Sub-Group (ATM-SG). The IVATF ATM-SG was initially lead by NAV CANADA’s Larry Lachance and shortly thereafter to NAV CANADA’s Ted Fudge. The most notable accomplishment of the IVATF ATM-SG was the collaboration of its members who agreed on a global understanding on the provision of air traffic services during a volcanic ash event. Interestingly, the group naturally employed a Safety Risk Management approach which focused and enabled the group to achieve its success. To facilitate its global implementation, the group agreed to put forward a proposal for amendment to the ICAO PANS-ATM section 15.8 (Procedures for an ATC Unit When a Volcanic Ash Cloud is Reported or Forecast). The group also agreed to create a Volcanic Ash volcanic ash. With this recommendation and others in mind, Contingency Plan Template for global harmonization. ICAO is proposing an amendment to the Procedures for Air In addition, the ATM experts recognized that there was Navigation Services – Air Traffic Management (Doc 4444) a need to address the information overload of a volcanic regarding procedures to be utilized by air traffic services units ash event and provided suggestion for change to the when a volcanic ash cloud is reported or forecast. The proposed appropriate ICAO group. amendment reinforces existing ICAO provisions concerning special air reports of volcanic activity from the flight crew – The ATM-SG did an excellent job; the group was thus improving the observation and tracking of a volcanic ash engaged throughout the process and were anxious cloud – and highlights that the flight crew, based on safety to see the results of our hard work progressed as management system principles, has the final authority as to quickly as possible.” the disposition of the aircraft (i.e. whether to avoid or to proceed - Civil Air Navigation Services Organisation (CANSO) through a reported or forecast volcanic ash cloud).

IAVW operational recommendations The Task Force made significant progress in assisting to enhance ■■ Supporting the requirements of a future system-wide the operating efficiency of the International Airways Volcano information management (SWIM) environment, a Watch. In parallel with additional Task Force activities in this area, recommendation that ICAO provisions be amended to enable two Best Practices Seminars were conducted in 2012 with partici- the availability of volcanic ash advisories in a digital form. pation from all nine Volcanic Ash Advisory Centres, and from the user ■■ Proposals for amendments to ICAO provisions and guidance to and manufacturer communities. The main results achieved were: ensure appropriate volcanic eruption monitoring and volcano ■■ Identification of tools and procedures to help foster more observatory response and notification. collaborative decision-making and consistent responses ■■ Development of a draft Concept of Operations for the IAVW to volcanic eruptions, wherever they occur. to be reviewed and further developed by the IAVWOPSG.

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“The IVATF was able to work quickly and intensely in response to a new paradigm with regard to Volcanic Ash. This work pointed out that while existing ICAO standards are designed to maintain the maximum level of safety, we are finding more and more often that they have not kept pace with changes in the state of aviation technology. As much of the discussion in advanced ATM considers the implementation of new technologies, the work of the IVATF illustrated that the modernization of standards and procedures is equally important. As we face increasing demands on the global aviation system and an increased need to manage capacity in adverse meteorological conditions, including volcanic ash, it is important to ensure that the policy framework keeps pace with technological innovation. In doing so, ICAO and its expert groups need to ensure that any new proposal includes a comprehensive review of existing language to prevent any inadvertent negative consequences.“ - International Federation of Air Traffic Controllers' Associations (IFATCA)

■■ Development of a revised Volcanic Activity Report form with supporting provisions adapted from both existing ICAO and ICAO Documents Related non-ICAO sources. ■■ Identification of the complexities and co-existing roles to Volcanic Ash between the different aeronautical and meteorological

■■ Annex 3 Meteorological Service for message types that relate to volcanic ash, resulting in a International Air Navigation recommendation that the IAVWOPSG, in coordination with ■■ Annex 11 Air Traffic Services other relevant groups, continue to work on strategies to ■■ Annex 15 Aeronautical Information Services reduce or eliminate information overload. ■■ Doc 4444 Procedures for Air Navigation Services – Air Traffic Management (PANS-ATM) Looking ahead ■■ Doc 8126 Aeronautical Information Services Manual Given the two-year life span of the Task Force, its very ■■ Doc 8896 Manual of Aeronautical Meteorological Practice ambitious work programme and the resources available to it, ■■ Doc 9377 Manual on coordination between Air Traffic the related accomplishments were commendable. It was not Services, Aeronautical Information Services surprising that all of its tasks were not completed by June 2012, and Aeronautical Meteorological Services especially since more data will be needed before conclusions ■■ Doc 9691 Manual on Volcanic Ash, Radioactive can be derived on aircraft occupant susceptibility to volcanic Material and Toxic Chemical Clouds gases and airframe and engine susceptibility to volcanic ash. ■■ Doc 9766 Handbook on the International Airways Volcano Watch – Operational Procedures and Contact List The recommendations and guidance developed by the Task ■■ Doc 9854 Global ATM Operational Concept Force on future work to be undertaken provides significant ■■ Doc 9882 Manual on Air Traffic Management assistance to those working structures within ICAO (the System Requirements IAVWOPSG and other forums) as well as within other ■■ Doc 9965 Flight and Flow Information for a international organizations and entities now vigorously Collaborative Environment – A Concept pursuing further progress. ■■ Doc 9974 Flight Safety and Volcanic Ash – Risk Management of Flight Operations with Known or Forecast Volcanic Ash Contamination footnote 1 Oxford Economics.

12 ICAO JOURNAL – ISSUE 1 2013 ICAO JOURNAL – ISSUE 1 2013 13 World Tourism Organization (UNWTO)

TOURISM AND AVIATION: SHARING THE BENEFITS OF GROWTH

In 2012, one billion international tourists travelled the world, generating over US$1.2 trillion in export earnings. Over half these tourists arrived at their destination by air, with much higher proportions in long-haul destinations, particularly landlocked and island developing countries.

Aviation is key for tourism. The extraordinary growth of international tourism over the last decades – from 25 million tourists in 1950 to one billion in 2012 – is as much due to advances in air transport as to the rise of the middle class, the growing wealth in industrialized and emerging countries and the forces of globalization. By the same token, the growth of air transport is intrinsically connected to the ABOUT taleb rifai Taleb Rifai was elected as expansion of tourism, an expansion set to continue - by 2030, UNWTO forecasts Secretary-General of the World international tourist numbers to reach 1.8 billion, 52% of which will arrive at their Tourism Organization (UNWTO) destinations by air1. in October 2009 and began his four-year term on 1 January 2010 Tourism and air transport are communicating vessels. UNWTO is much committed to the new dimension, promoted inter alia by ICAO, of fostering closer cooperation between tourism and air transport. As we work for a sustainable future – socially, environmentally and economically – we need to position air transport and tourism collectively as a strategic sector. Thinking beyond the silos provides synergy and positive results.

UNWTO and ICAO – making travel and tourism an effective tool for growth and development UNWTO, like ICAO, is a Specialized Agency of the United Nations. With 161 Member States and Territories and over 400 Affiliate Members, UNWTO is mandated to “promote the development of responsible, sustainable and universally accessible footnoteS tourism”. Within this mandate, UNWTO has worked closely with ICAO since a 1 UNWTO, Tourism Towards 2030, 2011. Working Arrangement between both organizations was established in 1978.

See for more information: http://dtxtq4w60 More recently, in 2010, this collaboration was strengthened through a xqpw.cloudfront.net/sites/all/files/pdf/ unwto_2030_ga_2011_korea_1.pdf Memorandum identifying areas of mutual interest and action, including: 2 UNWTO/WTTC, The Impact of Visa Facilitation ■■ security and facilitation of travellers on Job Creation in the G20 Economies, (2012): ■■ investment in aviation infrastructure and safety http://dtxtq4w60xqpw.cloudfront.net/sites/ ■■ crisis management all/files/pdf/120731_impact_visa_facilitation_ ■■ health issues g20_mexico_prot_0.pdf ■■ 3 Implementation of measures that affect sustainable development positively the citizens from at least 20 or ■■ statistics methodology and data collection more countries. ■■ data analysis and forecasting 4 Originally developed as a safeguard to apply to ■■ liberalization of international air transport and associated safeguards international routes to and from least developed ■■ economic studies on tourism and air transport. countries which are socio-politically equivalent to essential air service schemes in developed countries, there is now a case for the concept While efforts are continuing on all these issues, there are key areas which UNWTO to be applied more widely to reduce market considers a priority. fragmentation. See http://www.icao.int/ sustainability/pages/Eap_ER_Databases_ 1. Security and visa facilitation EssentialRouteScheme.aspx 5 UNWTO/UNEP, Climate Change and Tourism: Security and facilitation have been greatly assisted through ICAO’s work on Responding to Global Challenges, 2008. Advanced Passenger Information and specifications for Machine-Readable 6 http://sdt.unwto.org/en/climatechangedocs Travel Documents. But restrictive visa policies and complicated entry formalities

14 ICAO JOURNAL – ISSUE 1 2013 World Tourism Organization (UNWTO)

are still stifling tourism growth, particularly from emerging damage to the economy, particularly in those destinations which economies which are also some of the fastest growing source are so dependent on air travel. In many cases, these taxes distort markets for tourism. the market and create trade barriers hampering fair competition. This issue needs to be addressed, as with travel facilitation Research by UNWTO and the World Travel and Tourism Council and connectivity, by collective positioning of the benefits of (WTTC) presented to the 4th T20 Ministers Meeting (G20 tourism air transport and tourism, with cross-silo emphasis on analysis ministers) in 2012 demonstrates that improving visa processes and guidance to States on the impact of taxes and charges. could generate an extra US$ 206 billion in tourism receipts and create as many as 5.1 million additional jobs by 2015 in the G20 4. Consumer protection economies2. As a result, the G20 Leaders recognized the role There is an insufficiency of binding rules at the global level of tourism as “a vehicle for job creation, economic growth and governing the rights and obligations of tourist consumers and development” and committed to “work towards developing travel travel organizers. UNWTO has initiated a process, with the facilitation initiatives in support of job creation, quality work, participation of ICAO, to draft an international convention dealing poverty reduction and global growth.” Aware of the link between with the key scope elements identified, including non-binding visa facilitation and economic growth, many countries are provisions. UNWTO has naturally no intention to substitute or advancing visa facilitation. UNWTO research shows that between duplicate any related regulatory frameworks which have been 2010 and 2012, over 40 countries made significant changes to their already adopted by the European Union or other international visa policies changing from visa required to “visa on arrival”, “eVisa” organizations such as ICAO. This project should contribute to a