A roadmap towards an integrated regional airspace management

A Roadmap towards an Integrated
Regional Airspace Management
Presented at African Research and Resource Forum
(ARRF)
ConferenceTheme: Harnessing Policy Research for
Sustainable Regional Integration in the EAC
MOI UNIVERSITY
Nurturing Innovation and Talent
Torongey P. K. and Odido D. O.
pktorongey@mu.ac.ke ; odido@mu.ac.ke

Outline
 Review
◦ Policy & Legal Framework
◦ AirTraffic Management
◦ Case Studies
 Framework for Research
 TheWay Forward

Pertinent Laws and Treaties
 EACTreaty
 Chicago Convention
 Yamoussoukro Declaration
 Yamoussoukro Decision
 COMESA Aviation Policy
 COMESA-EAC-SADC Merger

ICAO Documents
SARPs
◦ Annex 10
◦ Annex 16
Manuals

ICAO Guiding Documents
 Global AirTraffic Management
Operational Concept (Doc 9854)
◦ Requires a Seamless, Safe and Interoperable
airspace system
 Global Air Navigation Plan (Doc 9750)

EAC Treaty,Article 92:
Civil Aviation and Civil Air transport
1.The Partner States shall harmonise
their policies on civil aviation to
promote the development of safe, reliable,
efficient and economically viable civil
aviation with a view to developing
appropriate infrastructure,
aeronautical skills and technology, as well
as the role of aviation in support of other
economic activities.

…Art. 92
2.The Partner States shall take necessary
steps to facilitate the establishment
of joint air services and the efficient
use of aircraft as steps towards the
enhancement of air transportation within
the Community.

…Art. 92
3.The Partner States shall in particular:
(a) adopt common policies for the
development of civil air transport in
the Community in collaboration with
other relevant international organisations
including the African Civil Aviation
Commission (AFCAC), the African Airlines
Association (AFRAA), the International Air
Transport Association (IATA), and
International Civil Aviation Organisation
(ICAO);
(b) ...

…Art. 92
(c)…
(d)…
(e) establish a Unified Upper Area Control
system;
(f)…
(g)…
(h) consider ways to develop, maintain and co-
ordinate in common, their navigational,
communications and meteorological
facilities for the provision of safe air navigation
and the joint management of their air space;

…Art. 92
(j) agree to take common measures for
the control and protection of the air
space of the Community;
(k) apply the ICAO policies and guidelines
in determining user charges and apply the
same rules and regulations relating to
scheduled air transport services among
themselves;

Chicago Convention, 1944
Article 28: Air navigation facilities
and standard systems
Each contracting State undertakes, so far as it
may find practicable, to:
(a) Provide, in its territory, airports, radio
services, meteorological services and
other air navigation facilities
to facilitate international air
navigation, in accordance with
the standards and practices recommended
or established from time to time, pursuant
to this Convention;

…Art. 28
(b) Adopt and put into operation the
appropriate standard systems of
communications procedure, codes,
markings, signals, lighting and other
operational practices and rules which may
be recommended or established from
time to time, pursuant to
this Convention;

…Art. 28
(c) Collaborate in international measures to
secure the publication of aeronautical
maps and charts in accordance with
standards which may be recommended or
established from time to time, pursuant to
this Convention.

Outline
 Review
◦ Policy and Legal Framework
◦ Case Studies
 The Way Forward

The Airspace
Chicago Convention
Article 1: Sovereignty
The contracting States recognize that
every State has complete and exclusive
sovereignty over the airspace above its
territory.

The Airspace…

The Airspace…
The Airspace is a Resource
 Provides revenue from Air Navigation
Service Provision (ANSP)
 Upper Airspace is particularly lucrative
 A Shared Resource:
◦ Civil Aviation
◦ Military Aviation

AIR ROUTES IN EAST AFRICA

Category of user Air Navigation Services costs
US$
Proportion of total costs (%)
Domestic Civil Aviation 1,295,168 5.2
International Civil Aviation 23,611,902 94.8
TOTAL 24,907,069 100.0
Air Navigation Revenue, Nairobi FIR, 2006

The Airspace…
The Airspace is the Environment
 Carbon Emissions
 Noise

Air Traffic Management
All issues concerned with interaction of
Aircraft in the Airspace. Comprises:
◦ Airspace management (ASM)
◦ AirTraffic Flow Management (ATFM)
◦ AirTraffic Services (ATS)

Guiding principles for Airspace
Mgmt.:
 All airspace should be managed flexibly.
Airspace boundaries should be adjusted
to particular traffic flows and should
not be constrained by national or
facility boundaries;

 Airspace management processes should
accommodate dynamic 4D trajectories
and provide optimum system solutions;
 When conditions require that different
types of traffic be segregated by airspace
organization, the size, shape and time
regulation of that airspace will be set to
minimize the impact on operations;

 Airspace use should be coordinated and
monitored in order to accommodate the
conflicting legitimate requirements of all
users and to minimize any constraints on
operations;
 Airspace reservations should be planned
in advance with changes made dynamically
whenever possible.

 Structured route systems will be applied
only where required to enhance capacity
or to avoid areas where access has been
limited or where hazardous conditions
exist;

 Uniform airspace organisation and
management principles will be applicable to
all regions. Global principles will be
applicable at all levels of density and will
affect total traffic volume. Complex
operations may limit the degree of flexibility;
and
 Areas that should strive for the earliest and
shortest implementation are those where
ATM community expectations are not being
met.

ASECNA AIRSPACE

ASECNA
 18 ASECNA Countries:
◦ Benin, Burkina Faso, Cameroon, Central Africa,
Chad, Congo, Comoro Islands, Cote d’Ivoire,
Equatorial Guinea, France, Gabon, Guinea
Bissau, Madagascar, Mali, Mauritania, Niger,
Senegal,Togo
 16 Million Square Kilometres
 6 FIRs

Eurocontrol
Intergovernmental civil-military
organisation
39 Member States
Runs Maastricht Upper Airspace
Full Cost Recovery by ANSPs

Eurocontrol…
 Functions:
◦ Central Flow Management
◦ Central Route Charges
◦ ATM Research & Simulations
◦ Central European ATS
◦ Institute of Air Navigation Services
◦ Maastricht Upper Area Control Centre

SESAR
 Single European Sky ATM Research
 European Airspace:
◦ 10.8 Million Square Kilometres
◦ 37 ANSPs
◦ 60 Control Centres
 Cost of fragmentation:
◦ 4 billion Euros

SESAR…
 Objectives
◦ Reform European ATM
◦ Provide Legislative framework
◦ Handle upto 50,000 flights per day

Single European Sky (SESAR)
 Use of Functional Airspace Blocks
 A Functional Airspace Block (FAB) is an
airspace block based on operational
requirements and established regardless
of State boundaries, where the provision
of air navigation services and related
ancillary functions have been optimised
and/or integrated.

SESAR…
 Nine FABs have been established:
◦ Baltic FAB: Poland and Lithuania
◦ Blue Med (Mediterranean FAB): Italy, Malta, Greece and Cyprus.
Also includes non EU countries as Associate Partners (Egypt and
Tunisia).Albania and Jordan are observers.
◦ Danube: Bulgaria and Romania
◦ FAB EC (FAB Europe Central): France, Germany, Belgium,
Netherlands, Luxembourg and Switzerland.
◦ FAB CE (FAB Central Europe): Czech Republic, Slovak
Republic,Austria, Hungary, Croatia,Slovenia, Bosnia and
Herzegovina.
◦ NEFAB: (North European FAB): Estonia, Finland, Latvia and
Norway.
◦ SW FAB (SouthWest FAB): Portugal and Spain
◦ UK-IRELAND FAB: United Kingdom and Ireland
◦ NUAC Programme: Danish-Swedish FAB

FUNCTIONAL AIRSPACE BLOCKS

SESAR…
 FABs have the following common objectives:
◦ Safety: Ensure an improved safety level despite civilian traffic
growth
◦ Capacity: meet the demand of civil air traffic foreseen to increase
◦ Cost-effectiveness: balance the cost of operations within FABs
by establishing more effective route structure and ATC service
◦ Flight efficiency: improve flight efficiency through improvements
in routes, flight profiles and distances flown
◦ Environment:reduce the impact on the environment through
improvements in routes, flight profiles and distances flown
◦ Military mission effectiveness: improve military mission
effectiveness through improved training capabilities and
readiness postures as required by States

Outline
 Review
◦ Policy and Legal Framework
◦ Case Studies
 Integration Initiatives
 TheWay Forward

Integration Initiatives
 ICAO AFI Plan
 AFI ANSPs
 COMESA Airspace Integration Project
 COMESA-EAC-SADC Merger

ICAO AFI Plan
 The AFI Implementation Plan is conceived as
a rolling fifteen year plan towards the full
implementation of the ICAO CNS/ATM
Concept throughout the AFI Region and in
the interface with adjacent regions, in order
to achieve a coherent regional Air Traffic
Management (ATM) system fully responsive
to the regional needs in a timely and cost-
effective manner and adequately integrated
with the
 world-wide air navigation system.

AFI ANSPs
 the vision of the AFI Region on the “single
sky” be aligned with ICAO concept of
“global air traffic management”; and
 ICAO develop the definition of the “single
sky” concept and provide to the States of
the AFI Region guidance material and the
orientation for a progressive
implementation of the “single sky” in
Africa, taking into account the global ATM
operational concept.

AFI ANSPs…
◦ Almadies (Dakar) Declaration (2002) [1st
Meeting of Africa-Indian ocean (AFI) air traffic
services]
 Emphasised need to create/strengthen regional or
sub-regional operating agencies for the joint
management of air navigation facilities and services

AFI ANSPs…
◦ Gauteng Declaration (2004) [2nd Meeting of
AFI in Johannesburg]
 Commitment to ensure evolutionary
implementation of seamless AFI Region skies based
on ICAO Global ATM Operational Concept
 Establish appropriate political protocols for establishment of
cooperative organisation and management of airspace
 Technical measures for joint management facilities and
services
 Establish system-wide performance measurement and
management procedures

AFI ANSPs…
◦ AirTraffic and Navigation Services (ATNS)
point of view (2010) [3rd AFI Regional ANSP
Meeting in Cotonou]
 Demand by operators for greater capacity, lower
prices; Pressure on ANSPs to increase performance
by minimising delays, increasing operational
efficiencies, optimising costs
 Need for seamless airspace where systems are
technically interoperable, universally safe and
affordable

AFI ANSPs…
 Benefits of Single African Sky:
 Improved Safety level
 More effective and integrated ATM architecture
 Demand driven ANSP
 Enhanced cross-border coordination
 Improved decision-making and enhanced enforcement in
ATM
 Economic benefits
 No progress made on Almadies, Gauteng; Blame is
heaped on politicians (Rwanda article:“shocking
that Rwanda airspace is managed from Tanzania”
Playing to the Gallery? Kenya manages sections of
Tanzanian airspace, ditto Ugandan;Tanzania manages
Rwanda, Burundi Upper Airspace

• The Single African Sky does not necessarily
entail a single service provider, per se; but
rather emphasizes on harmonised and
interoperable ATM systems

COMESA-EAC-SADC Merger
 TheTripartite Summit resolved that the
three RECs should immediately start
working towards a merger into a single REC
with the objective of fast tracking the
attainment of the African Economic
Community.The Tripartite Summit directed
the Tripartite Task Force of the three
Secretariats to develop a roadmap for the
implementation of this merger for
consideration at its next meeting.
 The Merger is unlikely in the Short Term…

Outline
 Review
◦ Policy & Legal Framework
◦ Case Studies
 Integration Initiatives
 TheWay Forward

Roadmap for ATM Integration
in EAC
Harnessing Policy Research
 The purpose of the Roadmap is to outline
a research agenda that will guide the
development of specific research
programs to be conducted by the
research fraternity and others, both
within and across disciplines, to provide
answers to current questions for future
policy development.

The Way Forward
 How do we harness policy research for
policy-making at the regional level in the EAC
in Airspace Management?
 The main requirements for an air traffic
management system are:
◦ Enhancing safety
◦ Improving environmental performance
◦ Increasing efficiency
◦ Meeting future traffic demands.

 The policy directions which need to be
tackled are:
a) Integrated planning – There is need for
cooperation between the various aviation
agencies in the region.This will lead to the
development and implementation of
consistent and effective air traffic policy
outcomes

b) Adoption of new technologies, specifically Satellite based
CNS systems.The decision to adopt new technologies
should be made on the basis of well developed safety record
and appropriate risk analysis.This is linked with the
anticipated move from route based navigation using
terrestrial navigation aids to area navigation using satellite
navigation. Consideration should be on diversification in use
of Global Navigation Satellite Systems (GNSS) so as to avoid
over-reliance on one system.There should be a deliberate
backup using ground based systems within the region.The
case for universal implementation of Automatic Dependent
Surveillance – Broadcast should be considered. New
technologies will enhance aviation safety, generate efficiency
and give several environmental benefits.

c) International harmonization – ICAO’s
Global Air Traffic Operational Concept
outlines the concept of an integrated and
global ATM system based on clearly
established operational requirements.This is
intended to guide the high-level
implementation of communication,
navigation, surveillance and air traffic
management technology by providing a
description of how the emerging and future
air navigation system should operated
(ICAO, 2005).

d) Enhanced regional aviation safety – Focus should
be on improving airspace, air traffic services and
facilities at the major regional airports of JKIA,
Entebbe,
e) Management of environmental impacts – Impacts
from noise and emissions are covered in ICAO’s
Annex 16.Advanced technologies and more
efficient use of airspace has the potential of
reducing the local noise footprint.A number of air
traffic management operational procedures can
also reduce emissions; these include flexible ATS
routes, air traffic control sequencing and
continuous descent approaches to runways.

Bottlenecks
 Information scarcity – Poor data
collection, consideration of mundane data
as ‘classified’
 “The data collection exercise carried out
in the region show that:
◦ the way air traffic data is recorded, processed
and published differs greatly in each country
◦ The degree of analytical detail is different
◦ Lack of consistency
(World Bank, 2005)”

Bottlenecks
 Political opposition – Airspace touches on
National Pride, as it is considered part of the
territory of a country
“Kigali — After the completion of the Karisimbi Mast Project,
Rwanda will have full controlling rights of her airspace.
According to a stunning revelation to Parliament on Monday,
the Minister in charge of Science and Technology, in the Office
of the President, Prof. Romain Murenzi, revealed that the
country's upper aerial space is currently being controlled
fromTanzania. Murenzi's revelation came as a response to the
MPs questions on the progress of the Karisimbi Project.The
Project is aimed at providing high quality communication
navigation surveillance, telecommunications, and radio and
television signals.” June 17, 2009.

 Need forThink-tank on Aviation Issues at
Regional Level
◦ Research on Policy
◦ Strategies for External Challenges
 European ETS Scheme;
 Noise
 Safety
 Environment

Thank You….
Questions? /
Comments?

A roadmap towards an integrated regional airspace management

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