ICAO State action plan on reducing emissions inaviation of Montenegro

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Imprint

Civil Aviation Agency of Montenegro

Josipa Broza, bb

81000 Podgorica

Principal Contact:

Svetlana Adrovic

Senior Adviser – Environmental Protection

Tel: +382 77 272 324

Fax: +382 20 625 507

E-mail: sadrovic@caa.me

Authors:

- Svetlana Adrovic- Ilija Andjelic

Approved by:

Director of Civil Aviation Agency of Montenegro

Dragan Djurovic

Date: 29/07/2016

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CONTENT

Content .................................................................................................................................. 2

Introduction ........................................................................................................................... 4

1. Civil aviation in Montenegro .......................................................................................... 6

2. National Stakeholders ..................................................................................................... 7

2.1.Civil regulators................................................................................................................ 7

2.1.1. General information................................................................................................. 7

2.1.2. Civil Aviation Agency............................................................................................. 8

2.2.SMATSA LLC................................................................................................................ 9

2.3.Military Authorities....................................................................................................... 10

3. Structure of aviation sector ........................................................................................... 11

3.1.Air carriers within Montenegro AOC ........................................................................... 11

3.2.Airports of Montenegro ................................................................................................ 13

4. Internal membership ..................................................................................................... 19

5. Regional coordination ................................................................................................... 20

SECTION 1 – Supra – national actions, including those led by the EU............................. 21

1. IMPROVED AIR TRAFFIC MANAGEMENT AND INFRASTRUCTURE USE .... 25

1.1.The EU's Single European Sky Initiative and SESAR ................................................. 25

2. Economic/Market – based Measures ............................................................................ 36

2.1.The EU Emission trading system.................................................................................. 36

3. Support to voulontary actions ....................................................................................... 40

3.1.ACI Airport Carbon Accreditation ............................................................................... 40

1. SECTION 2 – National actions in Montenegro ............................................................ 43

1.1.Overview (Objectives) .................................................................................................. 43

1.2.Type of actions to be taken ........................................................................................... 43

1.3.Responsible National Institutions ................................................................................. 43

1.4.Resources needed to implement the proposed actions.................................................. 43

2. REPORTING ................................................................................................................ 44

2.1.UPDATE OF THE ACTION PLAN ............................................................................ 44

3. DESCRIPTION OF ACTIONS AT NATIONAL LEVEL IN MONTENEGRO ........ 45

3.1.Continuous promotion of practices and procedures at operational level with an impact on fuel

consumption reduction ........................................................................................................ 45

3.2.Establishment of reporting system for the EU Directive 2009/29/EC (EU ETS)......... 46

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3.3.Creation of a monitoring, reporting and verifying system for the successful implementation of the

EU Emissions Trading Scheme........................................................................................... 47

3.4.Implementation of CDO landing procedures and development of PBN procedures .... 48

3.5.DCT options for planning and execution of flights ...................................................... 50

3.6.Free Route/ Free Route like concept............................................................................. 51

3.7.Improvement of aircraft fleet ........................................................................................ 52

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INTRODUCTION

Common preamble

a) Montenegro is a candidate country for European Union membership. Through the ECAAAgreement1, Montenegro has accepted to align its national aviation legislation to the completeaviation acquis of the Community. To this end, Montenegro signed the ECAA Agreement in Jun2006 which was ratified in October 2007. Montenegro is also member of the European CivilAviation Conference (ECAC) since June 2008.ECAC is an intergovernmental organisation covering the widest grouping of Member States2 ofany European organisation dealing with civil aviation. It is currently composed of 44 MemberStates, and was created in 1955.

b) ECAC States share the view that environmental concerns represent a potential constraint on thefuture development of the international aviation sector, and together they fully support ICAO’songoing efforts to address the full range of these concerns, including the key strategic challengeposed by climate change, for the sustainable development of international air transport.

c) Montenegro, like all of ECAC’s forty-four States, is fully committed to and involved in the fightagainst climate change, and works towards a resource-efficient, competitive and sustainablemultimodal transport system.

d) Montenegro recognises the value of each State preparing and submitting to ICAO a State ActionPlan on emissions reductions, as an important step towards the achievement of the globalcollective goals agreed at the 37th Session of the ICAO Assembly in 2010.

e) In that context, it is the intention that all ECAC States submit to ICAO an Action Plan3, regardlessof whether or not the 1% de mimimis threshold is met, thus going beyond the agreement of ICAOAssembly Resolution A37-19. This is the Action Plan of Montenegro.

f) Montenegro shares the view of all ECAC States that a comprehensive approach to reducingaviation emissions is necessary, and that this should include:

i. emission reductions at source, including European support to CAEP work.ii. research and development on emission reductions technologies, including public-private

partnerships.iii. the development and deployment of low-carbon sustainable alternative fuels, including

research and operational initiatives undertaken jointly with stakeholders.iv. the optimisation and improvement of Air Traffic Management, and infrastructure use

within Europe, in particular through the Single European Sky ATM Research (SESAR),

1 ECAA (European Common Aviation Area) is a project initiated and managed by the European Commission, aiming at the establishment of equalconditions of competition and common rules in aviation, including ATM and environment.2 Albania, Armenia, Austria, Azerbaijan, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Moldova, Monaco, Montenegro, Netherlands, Norway,Poland, Portugal, Romania, San Marino, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav Republic of Macedonia, Turkey,Ukraine, and the United Kingdom.3 ICAO Assembly Resolution A37-19 also encourages States to submit an annual reporting on international aviation CO2 emissions. This isconsidered by Europe an important task, but one which is different in nature and purpose to the Action Plans, which are strategic in their nature. For thatreason, the reporting to ICAO on international aviation CO2 emissions referred to at paragraph 9 of ICAO Resolution A37-19 is not part of this Action Plan.This information will be provided to ICAO separately.

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and also beyond European borders, through the Atlantic Initiative for the Reduction ofEmissions (AIRE) in cooperation with the US FAA.

v. Market-based measures, such as open emission trading schemes (ETS), which allow thesector to continue to grow in a sustainable and efficient manner, recognising that themeasures at (i) to (iv) above cannot, even in aggregate, deliver in time the emissionsreductions necessary to meet the global goals. This growth becomes possible through thepurchase under an ETS of CO2 allowances from other sectors of the economy, whereabatement costs are lower than within the aviation sector.

g) In Europe, many of the actions which are undertaken within the framework of this comprehensiveapproach are in practice taken at a supra-national level, most of them led by the EU. They arereported in Section 1 of this Action Plan, where Montenegro's involvement in them is described,as well as that of stakeholders.

h) In Montenegro a number of actions are undertaken at the national level, including bystakeholders, in addition to those of a supra-national nature. These national actions are reportedin Section 2 of this Plan.

i) In relation to actions which are taken at a supra-national level, it is important to note that:i. The extent of participation will vary from one State and another, reflecting the priorities

and circumstances of each State (economic situation, size of its aviation market, historicaland institutional context, such as EU/non EU). The ECAC States are thus involved todifferent degrees and on different timelines in the delivery of these common actions.When an additional State joins a collective action, including at a later stage, this broadensthe effect of the measure, thus increasing the European contribution to meeting the globalgoals.

ii. Nonetheless, acting together, the ECAC States have undertaken to reduce the region’semissions through a comprehensive approach which uses each of the pillars of thatapproach. Some of the component measures, although implemented by some but not allof ECAC’s 44 States, nonetheless yield emission reduction benefits across the whole ofthe region (thus for example research, ETS).

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1. CIVIL AVIATION IN MONTENEGRO

The Kingdom of Serbs, Croats and Slovenes, and Montenegro as a member State was one of tensignatories to the “International Convention for Regulating Aeronautics”, adopted in Paris, in October1919. In the course of the period between the two World Wars, the civil aviation authority in Montenegrooperated as within the framework of a separate department under the Military Aviation Headquarters.

Following the Second World War, in 1946, the Office for Civil Aeronautics was established thusbecoming a part of the Ministry of Transport in January 1947. Under a different name – the FederalOffice for Civil Aviation – the aviation authority functioned independently until 1978, when it wasincorporated into the Federal Ministry of Transport and divided into three departments:

Air transport department, Federal Aviation Inspectorate, Federal Air Traffic Control Administaration.

Following the establishment of the State Union of Serbia and Montenegro in 2003, a reorganisation ofthe aviation authority took place in view of its harmonisation with the international aviation standardsand recommended practices and the European aviation requirements. The emphasis was on creating acompetent and effective aviation authority which would regulate the area of civil aviation and preservethe safety and security of air services.

Basic characteristics of a modern aviation authority are the integration of state regulatory andsupervisory functions into one specialized and financially independent authority as well as thedisassociation of the air traffic service provider from the regulatory and supervisory authority.

The Governments of Serbia and Montenegro established the Civil Aviation Directorate of the State ofSerbia and the State of Montenegro on 1 January 2004. Simultaneously, the Serbia and Montenegro AirTraffic Services Agency Ltd was founded for providing air navigation services.

Upon proclamation of independence of Montenegro, the Government of Montenegro, at its session heldon August 24, 2006, passed the Decree (“Official Gazette of MNE, No 56/06”) by which the CivilAviation Administration has been established and its competence in civil aviation area has beenprescribed.

The Civil Aviation Administration, as the State Administration Body, existed until theestablishment of the Civil Aviation Agency.

The Government of Montenegro, on its session of July 2, 2009, passed the Decision on establishing theCivil Aviation Agency (Official Gazette of Montenegro 45/09) by which, on the basis of the Article 5paragraph 1 of the Law on Air Transport (Official Gazette of Montenegro 66/08) the Civil AviationAgency is established to perform the affairs of public interest from the civil aviation area.

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2. NATIONAL STAKEHOLDERS

2.1. Civil regulators

2.1.1. General information

Civil aviation in Montenegro falls under the responsibility of the Ministry of Transport and MaritimeAffairs and Civil Aviation Agency of Montenegro. The different national entities having regulatoryresponsibilities in ATM are summarised in the table below.

Activity in ATM: Organisation responsible Legal basis

Rulemaking Parliament, Government,Ministry of Transport andMaritime Affairs and CivilAviation Agency

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12) and Transposed EURegulations contained in the OfficialGazette of Montenegro – InternationalContracts No. 1/2011 as of January 10 2011

Safety oversight CAA (inspection and audit) Law on Air Transport (“Official Gazette ofMontenegro” No 30/12), Regulation layingdown common requirements, safetyoversight in air traffic management and airnavigation services, software safetyassurance system and performance scheme(“Official Gazette of Montenegro” No65/2012) (transposing CommissionRegulations (EC) No 1035/2011,1034/2011, 482/2008 and 691/2010)

Establishment of safetytolerable levels

Government Ministry ofTransport and MaritimeAffairs and Civil AviationAgency

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12)

Safety performancemonitornig

Ministry of Transport andMaritime Affairs and CivilAviation Agency

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12)

Enformcment actions in caseof non-compliance withsafety regulatoryrequirements

Ministry of transport andMaritime affairs and Civilaviation agency

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12), Regulation layingdown common requirements, safetyoversight in air traffic management and airnavigation services, software safetyassurance system and performance scheme(“Official Gazette of Montenegro” No65/2012) (transposing CommissionRegulations (EC) No 1035/2011,1034/2011, 482/2008 and691/2010)National Civil Aviation SafetyPrograme from 25.06.2012.

Airspace Government, Ministry ofDefense, Ministry ofTransport and Maritime

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12), Transposition of2150/2005 - Regulation laying downcommon rules for the flexible use ofairspace EU Regulation 2150/2005

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Affairs and Civil AviationAgency

(Regulation laying down common rules forthe flexible use of airspace) contained in theOfficial Gazette of Montenegro –International Contracts No. 1/2011 as ofJanuary 10 2011

Economic Ministry of Transport andMaritime Affairs and CivilAviation Agency

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12)

Environment Ministry of SustainableDevelopment and Tourism,Ministry of Transport andMaritime Affairs and CivilAviation Agency

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12) Law on Natureprotection (“Official Gazette ofMontenegro” No. 51/2008 of 22.08.2008;21/09 of 20.03.2009; 40/11 of 08.08.2011;62/13 of 31.12.2013) Law on Air Protection(“Official Gazette of Montenegro”, No.25/2010) Law on Environmental NoiseProtection (“Official Gazette ofMontenegro” 28/2011 of 10.06.2011; 28/12of 05.06.2012.; 01/14 of 09.01.2014.); Lawon Environment (“Official Gazette ofMontenegro”, 48/08)

Security Government, Ministry ofTransport and MaritimeAffairs and Civil AviationAgency

Law on Air Transport (“Official Gazette ofMontenegro” No 30/12) National CivilAviation Security Programme from03.06.2010., last amended on 04.02.2016.Regulative 185/2010; 300/2008; 272/2009is implemented in NCASP National CivilAviation Security Quality ControlProgramme, from 02.06.2011., lastamended on 04.07.2014.

2.1.2. Civil Aviation Agency

The Civil Aviation Agency is an independent legal entity which performs public authorities inaccordance with the Law on Air Transport.

The Civil Aviation Agency is a National Supervisory Authority which performs the following activities:ensure compliance with charging principles for air navigation services, ANSP certification, oversight ofair navigation services provision, oversight of air traffic management and oversight of air spacemanagement function and oversight of air traffic flow management function, as well as other activitiesin accordance with the Law on Air Transport.

Competences of the Agency are the following:

certification of air operator and operating license;

certification of aircraft type, of airworthiness of aircraft, of airworthiness inspection and ofregistration;

certification on meeting the conditions by legal persons to maintain aircraft;

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certification of organisations for professional training of aeronautical personnel;

certification of civil airports;

certification of organisations for providing continuous airworthiness;

licensing and ratings of civil aeronautical personnel;

preparing the expert grounds for the development of programs, plans, secondary legislation,adopted by the Government and state administration body competent for the affairs oftransport (hereinafter referred to as: the Ministry);

adoption of general acts in accordance with this Law and acts for the implementation ofECAA Agreement, other concluded international agreements, international standards andrecommended practices from civil aviation, and especially standards, procedures andrecommended practices of ICAO, ECAC, EASA and EUROCONTROL with the consent ofthe Ministry;

adopting acts to undertake urgent measures which specifically provide protection of airtraffic safety;

conducting Registries and records in accordance with this Law;

performing professional supervision over the implementation of this Law and concludedinternational agreements;

continous oversight on meeting the conditions in accordance with this Law;

The internal organization and operation and management of the Agency are regulated immediately bythe establishment of the Agency in order to ensure a lawful, professional, efficient and cost-effectiveexercise of affairs and duties of public interest for Montenegro in the civil aviation area determined bythe Law on Air Transport, concluded international agreements, EU regulations and the civil aviationsafety and security rules and standards.

2.2. SMATSA LLC

Name of the ANSP: Serbia and Montenegro Air Traffic Services SMATSA llc

Governance: Two State enterprise Ownership: Gov. of Serbia = 92%

Gov. of Montenegro = 8%

Service provided Y/N Comment

ATC en – route Y

ATC approach Y

ATC Airport(s) Y

AIS Y

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CNS Y

MET Y

ATCO training Y

Others Y Flight Check and Calibration Service for NAVAIDs/COM/PANS-OPS

Additional information

Provision of services in otherState(s)

Y Bosnia and Herzegovina, (within the eastern portion of the upperairspace of Sarajevo FIR).

2.3. Military Authorities

The Military Aviation Authority in Montenegro is the Ministry of Defence.

Military units don’t have any particular role in ATS provision, but are involved in ASM planningprocesses and coordination, organisation and control of activities in TSAs. Military activities inMontenegro have no significant affect on the airspace users.

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3. STRUCTURE OF AVIATION SECTOR

3.1. Air carriers within Montenegro AOC

AIR carriers AOC AuthorizationMontenegro Airlines ADPodgorica

ME.AOC.00120.07.2013.

Passenger and cargo air transport

Airways Montenegro DOOPodgorica

ME.AOC.00414.03.2014.

Passenger and cargo air transport

Adriatic Airways DOOPodgorica

ME.AOC.00214.04.2016.

Passenger transport

MONTENEGRO AIRWORTHINESS AIRCRAFT 2015

Nb. Inregister

Registrationmark

Type ofaircraft

Serialnumber Manufacture Year of

manufacture Engine typeNoisecertificatebasis

0001 4O – AOK Foker F28MK 0100 11272 Fokker

Aircraft 1989 Rolls RoyceTay 620-15

EASArecordno:A3771

0002 4O – AOM Foker F28MK 0100 11321 Fokker

Aircraft 1990 Rolls RoyceTay 620-15

EASArecordno:A3771

0005 4O – BRO Cessna421B 266 Cessna

Aircraft Co. 1972 GTSIO-520-H-1B N/A

0006 4O – BVA Beechjet400A RK 124 Raytheon

Aircraft Co. 1996 JT15D-5

EASArecordno:A5993

0007 4O – OAI GALAXY8B

GLX-1018B

FireFlyBallons 1994 F1 N/A

0008 4O – HEK AB-412EP 25908 Agusta S.p.a 1998 PT6T-3D

EASArecordno: D182

0009 4O – AOT Foker F28MK 0100 11350 Fokker

Aircraft 1991 Rolls RoyceTay 650-15

EASArecordno:A3771

0010 4O – AOA ERJ 190 -200 LR 19000180 Embraer 2008 GE CF34-

10EP

EASArecordno:A2797

0011 4O – BRSDromaderPZLM18B

1Z028-11 PZL Mielec 2002 Asz-62IR N/A

0013 4O – HCC AB-212 5712 Agusta S.p.a 1979 PT6T-3 N/A

0017 4O – AOP Foker F28MK 0100 11332 Fokker

Aircraft 1990 Rolls RoyceTay 650-15

EASArecord

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no:A3771

0019 4O – HFB GazelaSA 341 5 Soko, Mostar 1975 Astazou III-

B N/A

0021 4O – AOL Foker F28MK 0100 11268 Fokker

Aircraft 1989 Rolls RoyceTay 620-15

EASArecordno:A3771

0022 4O – HAW AB-206B 8314 Agusta S.p.a. 1972 Allison 250-C20B N/A

0023 4O – AOB ERJ 190 -200 LR 19000283 Embraer 2009 GE CF34-

10E5

EASArecordno:A2797

0027 4O – EAB AT-802Amphibian 294 Air Tractor

Inc. 2008 PT6A-67AG N/A

0030 4O – DJR Utva 75 53232 Utva 1983 LycomingIO-360-B1F N/A

0031 4O – BLA L 13ABlanik 266731

Let KunoviceAircraftIndustries

1977 N/A N/A

0032 4O – DGJ Utva 75 53174 Utva 1983 LycomingIO-360-B1F N/A

0037 4O – SEV LearJet 45 45-104 Learjet Inc. 2001 TFE731-20AR-1B

EASArecordno: A5

0038 4O – AOC ERJ 190 -200 LR 19000358 Embraer 2010 GE CF34-

10E6G07

EASArecordno:A2797

0039 4O – DHL Utva 75 53197 Utva 1982 LycomingIO-360-B1F N/A

0040 4O – DNA CessnaF172N 1819 Reims

Aviation S.A. 1979LycomingO-320-H2AD

EASATCDSNLightprops(Issue 9)

0041 4O – DGA Utva 75 53168 Utva 1980 LycomingIO-360-B1F N/A

0042 4O – DIYBlanikL23 SuperBlanik

897507Let KunoviceAircraftIndustries

1989 N/A N/A

0043 4O – GRDLake LA-4-200Buccaneer

499ConsolidatedAeronauticsIns.

1972 LycomingIO-360-A1B N/A

0044 4O – MNE LearJet 45 45044 Learjet Inc. 2001 TFE731-20AR-1B

EASArecordno: A5

0048 4O – SKY RobinsonR 22 Beta 643 Robinson 1987 Lycoming

O-320-B2C

EASArecordno: D120

0050 4O – AOD ERJ 190 -100 LR 19000665 Embraer 2014 GE CF34-

10E5EASArecord

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no:A8506

0051 4O – VIP EC-120B 1203 AirbusHelicopters 2001 Turbomeca

ARRIUS 2 F

EASArecordno: D103

0052 4O – DIS CessnaF172N 1521 Reims

Aviation S.A. 1976LycomingO-320-H2AD

EASATCDSNLightprops(Issue 9)

3.2. Airports of Montenegro

Two international airports in Montenegro, namely LYPG (TGD) “Airport Podgorica” in Podgorica andLYTV (TIV) “Airport Tivat” in Tivat, both owned by the Government of Montenegro.

There are three airfields in Montenegro: Berane – “Lužac”; Nikšić – “Kapino polje”; Podgorica –“Ćemovsko polje”, all owned by local municipality. One heliport exists at the top of the Hotel Splendidin Budva for itown use.

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LYTV (Airport Tivat)

Location: 4 km from center of Tivat, elevation 20 ft, referent temperature 29°C (July).

Operator: Airports of Montenegro AD

Runway 14/32, dimensions 2500(length) x 45m (width), two taxiways (taxiway A and taxiway B), mainplatform for embarking and disembarking of passengers (PCN 22), apron for general aviation (PCN 58).

Operational time depends on sunrise and sunset.

* Project with taxiways under development.

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LYPG

Location: 8 km from center of Podgorica, elevation 122 ft, referent temperature 31°C (July)

Operator: Airports of Montenegro AD

Runway 18/36, dimensions 2500(length) x 45m (width), 14 taxiways (taxiway A, B, C, D, E, F, G, H, I,J, K, L, M, N, P), main apron for embarking and disembarking of passengers (PCN 33), apron for generalaviation (PCN 58), apron for technical operations.

Operational time: 06-23h (during summer) and 06-22h (during winter).

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TRAFFIC PERFORMANCE

Airport Tivat for 2014.

Type of aircraft Nb. Of landings Nb. of take – offs

ATR72 168 168

ATR75 145 145

ATR73 9 9

ATR8 1 1

B 733 285 285

B 763 36 36

B 734 152 152

B 738 332 332

B 737 35 35

B 752 5 5

B 763 13 13

B 739 50 50

B 712 3 3

B 762 1 1

A 319 149 149

A 320 836 836

A 321 246 246

TU 204 116 116

TU 154 14 14

YK 42 1 1

SU 95 106 106

MD 83 46 46

E 191 3 3

E 195 1150 1150

CRJ 1 1

F 100 272 272

UKUPNO 4174 4174

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Airport Podgorica for 2014

Type of aircraft Nb. Of landings Nb. of take – offs

ATR72 316 316

AT 7 61 61

B 737-300 270 270

B 737-400 3 3

B 737-500 10 10

B 737-700 7 7

B 737-800 174 174

B 737-900 2 2.5

B 733 20 20

BE20 1 1

B 738 31 31

B 767-300 6 6

CRJ 96 96

CRJ2 1 1

CRJ9 43 43

CRJ900 35 35

DH8 242 242

A 319 412 412

A 320 267 267

A 321 13 13

E 120 4 4

E 170 152 152

E 190 1 1

E 195 1278 1278

F 100 930 930

F 70 13 13

LJ45 0.5

MD83 0.5

RJ85 0.5

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SAB340A 1 1

SU95 7 7

733 10 7

TU214 10 10

737-800 1 1

UKUPNO 4414 4416

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4. INTERNAL MEMBERSHIP

Montenegro is a member of the following international organisations:

Organisation Since

ICAO 2007

ECAC 2008

EASA signed a working agreement 2009, 2011, 2015

EASA SAFA WA 2012

EUROCONTROL 2007

European Common Aviation Area 2006/ ratification 2007

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5. REGIONAL COORDINATION

ECAA (European Common Aviation Area) is an agreement initiated and managed by the EuropeanCommission, aiming at the establishment of equal conditions of competition and common rules inaviation, including ATM and environment. As for ATM, the project will seek the highest degree ofcooperation with the view to extending SES among the States concerned.

Montenegro ratified the ECAA Agreement in November 2007.

In January 2011 the Government of Montenegro promulgated the Law amending the Law onRatification of ECAA Agreement allowing a whole set of SES regulatory acts listed in Annex I ofthe Agreement to be transposed into national legislation and published in Montenegrin (“OfficialGazette of Montenegro”, No. 1/11 from January 10 2011). In June 2012 the Government ofMontenegro promulgated new Aviation Act that is fully compliant with the provisions of ECAAAgreement and its Annex I ("Official Gazette of Montenegro – International Agreement”, No. 30/12from June 8 2012).

Along the lines of SES, concrete and effective actions forward fulfilling operational requirementsresulted in signing the agreements on operational-technical cooperation between SMATSA and otherANSPs in the region. Agreements have been signed with ALBCONTROL (Albania) and SloveniaControl (Slovenia) in 2010 and with HungaroControl (Hungary), BULATSA (Bulgaria) and MKCAA (FYROM) in 2011, as well as with ROMATSA (Romania) in 2012.

Agreements will consecutively contribute to airspace usage, increased capacity and ensure safe andefficient flow of air traffic with minimum delays.

Besides that, Joint Service Provision Area Initiative (JSPAI) has been initiated by the Civil AviationAgency of Montenegro which represents regional initiative aiming to further promote SingleEuropean Sky (SES) in the SEE region and representing a step towards the more active and successfulinvolvement of the Western Balkan States into the SES Initiative. The JSPA Initiative stands for inter-organisational partnership for cooperation and coordination among the signatory civil aviationauthorities and air navigation service providers, established by signed “Letter of Intent for stepwisedevelopment of a Joint Service Area (JSPA) in the South East Europe” on April 23 2013 in Sarajevo.

In accordance with the high level objectives stemming from South East Europe 2020 Strategy – Jobsand Prosperity in a European Perspective, adopted at ministerial level on November 21 2013 inSarajevo, and reflecting the determination of all the governments in South East Europe to embracethe bold policy approaches required to attain the levels of socioeconomic growth necessary toimprove the prosperity of all citizens and to facilitate eventual integration with the European Union,SEETO – as a Dimension Coordinator, and JSPA Initiative – as a Responsible Structure, in February2015 elaborated and adopted Regional Programme “HARMONIZED AND OPTIMIZED USE OFREGIONAL AIRSPACE WITH ENHANCED AIR TRANSPORT CONNECTIVITY IN THESEE”. The regional programme focuses on the increase of air traffic safety and ATM capacity,decrease of CO2 and noise emissions by shortening route length and fuel burn leading to the regionaleconomic growth and increased mobility. It directly elaborates possibilities and provides guidelinesfor the enhancement of overall air transport connectivity in the region.

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SECTION 1 – SUPRA – NATIONAL ACTIONS, INCLUDING THOSE LEDBY THE EU

The baseline scenario of ECAC States presents the following sets of data (in 2010) and forecast (in2020 and 2035), which were provided by EUROCONTROL:

- European air traffic (includes all international and national passenger flight departuresfrom ECAC airports, in number of flights, and RPK calculated purely from passengernumbers, which are based on EUROSTAT figures. Belly freight and dedicated cargoflights are not included),

- its associated aggregated fuel consumption (in million tonnes)- its associated emissions (in million tonnes of CO2), and- average fuel efficiency (in kg/10RPK).

The sets of forecasts correspond to projected traffic volumes and emissions, in a scenario of“regulated growth”.

Scenario “Regulated Growth”, Most-likely/Baseline scenarioAs in all 20-year forecasts produced by EUROCONTROL, various scenarios are built with a specificstoryline and a mix of characteristics. The aim is to improve the understanding of factors that willinfluence future traffic growth and the risks that lie ahead. In the 20-year forecast published in 2013by EUROCONTROL, the scenario called ‘Regulated Growth’ was constructed as the ‘most-likely’or ‘baseline’ scenario, most closely following the current trends. It considers a moderate economicgrowth, with regulation reconciling the environmental, social and economic demands.

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A: GlobalGrowth

C: RegulatedGrowth

D: FragmentingWorld

C’: HappyLocalism

2019 traffic growth High Base Low BasePassenger

Demographics(population)

Aging UN Medium-fertility variant

Aging UN Medium-fertility variant

Aging UN Zero-migration variant

Aging UN Medium-fertility variant

Raoutes andDestinations Long-haul No Change Long-haul Long-haul

Open Skies EU enlargementlater + Far &Middle-East

EU enlargementearliest

EU enlargementlatest

EU enlargementearliest

High-speed rail (new& improvedconnections)

54 city-pairs fasterimplementation 54 city-pairs 42 city-pairs later

implementation54 city-pairs faster

implementation

Economic conditionsGDP growth Stronger Moderate Weaker Weaker EU Enlargement Later Earliest Latest EarliestFree Trade Global, faster Limited, later None More limited, even

laterPrice of travel

Operating cost Decreasing Decreasing No change Decreasing Cost of CO2 Lowest Lower Highest LowerPrice of oil Lower Low High HighOther charges Noise

Security Noise

SecurityNoise

Security Noise

SecurityStructure

Network Middle-East hubsEurope Turkey

Middle-East hubsEurope and Turkey

No change

Middle-East hubsEurope and Turkey

Market Structure Medium

Large – VeryLarge

Medium to VeryLarge

LargeVery Large

LargeVery Large

The table above presents a summary of the social, economic and air traffic-related characteristics ofthe different scenarios developed by EUROCONTROL for the purposes of EUROCONTROL 20-year forecast of IFR movements1.

ECAC baseline scenarioThe ECAC baseline scenario presented in the following tables was generated by EUROCONTROLfor all ECAC States including the Canary Islands. Over-flights of the ECAC area have not beenincluded.The baseline scenario, which is presented in the following tables, does not include business anddedicated cargo traffic. It covers only commercial passenger flight movements for the area of scopeoutlined in the previous paragraph, using data for airport pairs, which allows for the generation offuel efficiency data (in kg/RPK). Historical fuel burn (2010) and emission calculations are based onthe actual flight plans from the PRISME data warehouse, including the actual flight distance and thecruise altitude by airport pair. Future year fuel burn and emissions (2020, 2035) are modelled based

1 The characteristics of the different scenarios can be found in Task 4: European Air Traffic in 2035, Challenges of Growth 2013, EUROCONTROL,June 2013 available at ECAC website

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on actual flight distances and cruise altitudes by airport pair in 2014. Taxi times are not included. Thebaseline is presented along a scenario of engine-technology freeze, as of 2014, so aircraft not inservice at that date are modelled with the fuel efficiency of comparable-role in-service aircraft (butwith their own seating capacities).The future fleet has been generated using the Aircraft Assignment Tool (AAT) developedcollaboratively by EUROCONTROL, the European Aviation Safety Agency and the EuropeanCommission. The retirement process of the Aircraft Assignment Tool is performed year by year,allowing the determination of the amount of new aircraft required each year. This way, the entry intoservice year (EISY) can be derived for the replacement aircraft. The Growth and Replacement (G&R)Database used is largely based on the Flightglobal Fleet Forecast - Deliveries by Region 2014 to2033. This forecast provides the number of deliveries for each type in each of the future years, whichare re-scaled to match the EUROCONTROL forecast.The data and forecasts for Europe show two distinct phases, of rapid improvement followed bycontinuing, but much slower improvement after 2020. The optimism behind the forecast for the firstdecade is partly driven by statistics: in the 4 years 2010-2014, the average annual improvement infuel efficiency for domestic and international flights was around 2%, [Source: EUROCONTROL] sothis is already achieved. Underlying reasons for this include gains through improvements in loadfactors (e.g. more than 3% in total between 2010 and 2014), and use of slimmer seats allowing moreseats on the same aircraft. However, neither of these can be projected indefinitely into the future as acontinuing benefit, since they will hit diminishing returns. In their place we have technologytransitions to A320neo, B737max, C-series, B787 and A350 for example, especially over the next 5years or so. Here this affects seat capacity, but in addition, as we exit from the long economicdownturn, we see an acceleration of retirement of old, fuel-inefficient aircraft, as airline financesimprove, and new models become available. After that, Europe believes that the rate of improvementwould be much slower, and this is reflected in the ‘technology freeze’ scenario, which is presentedhere.

Table 2. Total fuel burn for passenger domestic and international flights (ECAC)

Year Traffic (millions of departing flights) Total Fuel burn (in million tonnes)2010 7,12 40,34

2020 8,46 47,91

2035 11,43 72,35

Table 3. CO2 emissions forecast

Year CO2 emissions (in million tonnes)

2010 127,48

2020 151,40

2035 228,63Table 4. Traffic in RPK (domestic and international departing flights from ECAC airports, PAX only,no freight and dedicated cargo flights)

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Year Traffic (in billion RPK)2010 1 329,6

2020 1 958,7

2035 3 128,2

Table 5. Fuel efficiency (kg/10RPK)

Year Fuel efficiency (in kg/10 RPK)

2010 0,3034

2020 0,2468

2035 0,2337

Table 6. Average annual fuel efficiency improvement

Period Fuel efficiency improvement

2020 - 2010 -2,05%

2035 - 2020 -0,36%

2035 - 2010 -1,04%

In order to further improve fuel efficiency and to reduce future air traffic emissions beyond theprojections in the baseline scenario, ECAC States have taken further action. Supranational measuresin order to achieve such additional improvement will be described in the following sections.It should be noted, however, that a quantification of the effects of many measures is difficult. As aconsequence, no aggregated quantification of potential effects of the supranational measures can bepresented in this action plan.

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1. IMPROVED AIR TRAFFIC MANAGEMENT AND INFRASTRUCTURE

USE

1.1. The EU's Single European Sky Initiative and SESAR

Sesar Project

The European Union's Single European Sky (SES) policy aims to reform Air Traffic Management(ATM) in Europe in order to enhance its performance in terms of its capacity to manage largervolume of flights in a safer, more cost-efficient and environmental friendly manner.

The SES aims at achieving 4 high level performance objectives (referred to 2005 context):

Triple capacity of ATM systems Reduce ATM costs by 50% Increase safety by a factor of 10 Reduce the environmental impact by 10% per flight

SESAR, the technological pillar of the Single European Sky, contributes to the Single Sky'sperformance targets by defining, developing, validating and deploying innovative technological andoperational solutions for managing air traffic in a more efficient manner.

SESAR contribution to the SES high-level goals set by the Commission are continuously reviewedby the SESAR JU and kept up to date in the ATM Master Plan.

The estimated potential fuel emission savings per flight segment is depicted below:

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SESAR’s contribution to the SES performance objectives is now targeting for 2016, as comparedto 2005 performance:

1) 27% increase in airspace capacity and 14% increase in airport capacity;2) Associated improvement in safety, i.e. in an absolute term, 40% of reduction in accident risk

per flight hour.3) 2,8 % reduction per flight in gate to gate greenhouse gas emissions;4) 6 % reduction in cost per flight.

The projection of SESAR target fuel efficiency beyond 2016 (Step 14) is depicted in the followinggraph:

It is expected that there will be an ongoing performance contribution from non-R&D initiativesthrough the Step 1 and Step 2 developments, e.g. from improvements related to FABs and NetworkManagement: the intermediate allocation to Step 1 development has been set at -4%, with the ultimate

4 Step 1, “Time-based Operations” is the building block for the implementation of the SESAR Concept and is focused on flight efficiency, predictabilityand the environment. The goal is a synchronised and predictable European ATM system, where partners are aware of the business and operationalsituations and collaborate to optimise the network. In this first Step, time prioritisation for arrivals at airports is initiated together with wider use ofdatalink and the deployment of initial trajectory-based operations through the use of airborne trajectories by the ground systems and a controlled timeof arrival to sequence traffic and manage queues.Step 2, “Trajectory-based Operations” is focused on flight efficiency, predictability, environment and capacity, which becomes an important target. Thegoal is a trajectory-based ATM system where partners optimise “business and mission trajectories” through common 4D trajectory information andusers define priorities in the network. “Trajectory-based Operations” initiates 4D based business/mission trajectory management using System WideInformation Management (SWIM) and air/ground trajectory exchange to enable tactical planning and conflict free route segments.Step 3, “Performance-based Operations” will achieve the high performance required to satisfy the SESAR target concept. The goal is the implementationof a European high performance, integrated, network-centric, collaborative and seamless air/ground ATM system. “Performance-based Operations” isrealised through the achievement of SWIM and collaboratively planned network operations with User Driven Prioritisation Processes (UDPP).

0

-1.4

-4

-7

-10

0 -0.2

-2.8

-5.7

Baseline 2011 Estimate Step 1 Step 2 Step 3

Overall SES Intermediate Targets SESAR Contribution (incl. DB)

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capability enhancement (Step 3) being -10%. 30% of Step 1 target will be provided through non-R&D improvements (-1,2% out of -4%) and therefore -2,8% will come from SESAR improvements.Step 2 target is still under discussion in the range of 4,5% to 6%.

The SESAR concept of operations is defined in the European ATM Master Plan and translated intoSESAR solutions that are developed, validated and demonstrated by the SESAR Joint Undertakingand then pushed towards deployment through the SESAR deployment framework established by theCommission.

SESAR Research Projects (environmental focus)

Within the SESAR R&D activities, environmental aspects have mainly been addressed under twotypes of projects: Environmental research projects which are considered as a transversal activity andtherefore primarily contribute to the validation of the SESAR solutions and SESAR demonstrationprojects, which are pre-implementation activities. Environment aspects, in particular fuel efficiency,are also a core objective of approximately 80% of SESAR’s primary projects.

Environmental Research Projects:

Four Environmental research projects are now completed:

Project 16.03.01 dealing with Development of the Environment validation framework(Models and Tools);

Project 16.03.02 dealing with the Development of environmental metrics; Project 16.03.03 dealing with the Development of a framework to establish interdependencies

and trade-off with other performance areas; Project 16.03.07 dealing with Future regulatory scenarios and risks.

In the context of Project 16.03.01 the IMPACT tool was developed providing SESAR primaryprojects with the means to conduct fuel efficiency, aircraft emissions and noise assessments at thesame time, from a web based platform, using the same aircraft performance assumptions. IMPACTsuccessfully passed the CAEP MDG V&V process (Modelling and Database Group Verification andValidation process). Project 16.06.03 has also ensured the continuous development/maintenance ofother tools covering aircraft GHG assessment (AEM), and local air quality issues (Open-ALAQS). Itshould be noted that these tools have been developed for covering the research and the futuredeployment phase of SESAR.

In the context of Project 16.03.02 a set of metrics for assessing GHG emissions, noise and airportlocal air quality has been documented. The metrics identified by Project 16.03.02 and not subject ofspecific IPRs will be gradually implemented into IMPACT.

Project 16.03.03 has produced a comprehensive analysis on the issues related to environmentalinterdependencies and trade-offs.

Project 16.03.07 has conducted a review of current environmental regulatory measures as applicableto ATM and SESAR deployment, and another report presenting an analysis of environmentalregulatory and physical risk scenarios in the form of user guidance. It identifies both those Operation

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Focus Areas (OFA) and Key Performance Areas which are most affected by these risks and thoseOFAs which can contribute to mitigating them. It also provides a gap analysis identifying knowledgegaps or uncertainties which require further monitoring, research or analysis.

The only Environmental Research project that is still on-going in the current SESAR project is theSESAR Environment support and coordination project which ensures the coordination andfacilitation of all the Environmental research projects activities while supporting theSESAR/AIRE/DEMO projects in the application of the material produced by the research projects.In particular, this project delivered an Environment Impact Assessment methodology providingguidance on how to conduct an assessment, which metrics to use and do and don’ts for each type ofvalidation exercise with specific emphasis on flight trials.

New environmental research projects will be defined in the scope of SESAR 2020 work programmeto meet the SESAR environmental targets in accordance to the ATM Master Plan.

Other Research Projects which contribute to SESAR's environmental target:

A large number of SESAR research concepts and projects from exploratory research to preindustrialphase can bring environmental benefits. Full 4D trajectory taking due account of meteorologicalconditions, integrated departure, surface and arrival manager, airport optimised green taxiingtrajectories, combined xLS RNAV operations in particular should bring significant reduction in fuelconsumption. Also to be further investigated the potential for remote control towers to contributepositively to the aviation environmental footprint.

Remotely Piloted Aircraft (RPAS) systems integration in control airspace will be an important areaof SESAR 2020 work programme and although the safety aspects are considered to be the mostchallenging ones and will therefore mobilise most of research effort, the environmental aspects ofthese new operations operating from and to non-airport locations would also deserve specific attentionin terms of emissions, noise and potentially visual annoyance.

SESAR demonstration projects:

In addition to its core activities, the SESAR JU co-finances projects where ATM stakeholders workcollaboratively to perform integrated flight trials and demonstrations validating solutions for thereduction of CO2 emissions for surface, terminal and oceanic operations to substantially acceleratethe pace of change. Since 2009, the SJU has co-financed a total 33 “green” projects in collaborationwith global partners, under the Atlantic Interoperability Initiative to Reduce Emissions (AIRE),demonstrating solutions on commercial flights.

A total of 15767 flight trials were conducted under the AIRE initiative involving more than 100stakeholders, demonstrating savings ranging from 20 to 1000kg fuel per flight (or 63 to 3150 kg ofCO2), and improvements to day-to-day operations. Other 9 demonstration projects took place from2012 to 2014 focusing also on environment and during 2015 and 2016 the SESAR JU is co-financing15 additional large-scale demonstrations projects more ambitious in geographic scale and technology.More information can be found at http://www.sesarju.eu

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AIRE – Achieving environmental benefits in real operations

AIRE was designed specifically to improve energy efficiency and lower engine emissions and aircraftnoise in cooperation with the US FAA, using existing technologies by the European Commission in2007. SESAR JU has been managing the programme from an European perspective since 2008. 3AIRE demonstration campaigns took place between 2009 and 2014.

A key feature leading to the success of AIRE is that it focused strongly on operational and proceduraltechniques rather than new technologies. AIRE trials have almost entirely used technology which isalready in place, but until the relevant AIRE project came along, air traffic controllers and other usershadn’t necessarily thought deeply about how to make the best use operationally of that technology.In New York and St Maria oceanic airspace lateral [separation] optimization is given for any flightthat requests it because of the AIRE initiative and the specific good cooperation between NAVPortugal and FAA.

Specific trials have been carried for the following improvement areas/solutions as part of the AIREinitiative:

a. Use of GDL/DMAN systems (pre departure sequencing system / Departure Manager) inAmsterdam, Paris and Zurich;

b. Issue of Target-Off Block time (TOBT), calculation of variable taxi out time and issue ofTarget-Start-up Arrival Time (TSAT) in Vienna;

c. Continuous Descent Operations (CDOs or CDAs) in Amsterdam, Brussels, Cologne, Madrid,New York, Paris, Prague, Pointe a Pitre, Toulouse, and Zurich;

d. CDOs in Stockholm, Gothenburg, Riga, La Palma; Budapest and Palma de Majorca airportsusing RNP-AR procedures;

e. lateral and vertical flight profile changes in the NAT taking benefit of the implementation ofAutomatic Dependent Surveillance-Broadcast (ADS-B) surveillance in the North Atlantic;

f. Calculation of Estimated Times of Arrival (ETA) allowing time based operations inAmsterdam;

g. Precision Area Navigation - Global Navigation Satellite System (PRNAV GNSS) Approachesin Sweden;

h. Free route in Lisbon and Casablanca, over Germany, Belgium, Luxembourg, Netherlands inthe EURO-SAM corridor, France, and Italy;

i. Global information sharing and exchange of actual position and updated meteorological databetween the ATM system and Airline AOCs for the vertical and lateral optimisation ofoceanic flights using a new interface;

The AIRE 1 campaign (2008-2009) has demonstrated, with 1152 trials performed, that significantsavings can already be achieved using existing technology. CO2 savings per flight ranged from90kg to 1250kg and the accumulated savings during trials were equivalent to 400 tonnes of CO2.This first set of trials represented not only substantial improvements for the greening of air transport,but high motivation and commitment of the teams involved creating momentum to continue to makeprogress on reducing aviation emissions.

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Domain Location Trials performed CO2 benefit/flight

Surface Paris, France 353 190-1200 kg

Terminal Paris, France 82 100-1250 kg

Stockholm, Sweden 11 450-950 kg

Madrid, Spain 620 250-800 kg

Oceanic Santa Maria, Portugal 48 90-650 kg

Reykjavik, Iceland 48 250-1050 kg

Total 1152

The AIRE 2 campaign (2010-2011) showed a doubling in demand for projects and a high transitionrate from R&D to day-to-day operations. 18 projects involving 40 airlines, airports, ANSPs andindustry partners were conducted in which surface, terminal, oceanic and gate-to-gate operations weretackled. 9416 flight trials took place. Table 2 summarises AIRE 2 projects operational aims andresults.

Table 6: Summary of AIRE 2 projects

Project name Location Operation Objective

CO2 andNoisebenefits perflight (kg)

Nb offlights

CDM at ViennaAirport

Austria CDM notablypre-departuresequence

CO2 & GroundOperationalefficiency

54 208

Greener airportoperations underadverseconditions

France CDM notablypre-departuresequence

CO2 & GroundOperationalefficiency

79 1800

B3 Belgium CDO in acomplex radarvectoringenvironment

Noise & CO2 160-315; -2dB (between10 to 25 Nmfromtouchdown)

3094

DoWo - DownWindOptimisation

France Green STAR &Green IA in busyTMA

CO2 158-315 219

REACT-CR Czechrepublic

CDO CO2 205-302 204

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Flight Trials forless CO2emission duringtransitionfrom en-route tofinal approach

Germany Arrival verticalprofileoptimisation inhigh densitytraffic

CO2 110-650 362

RETA-CDA2 Spain CDO from ToD CO2 250-800 210

DORIS Spain Oceanic: Flightoptimisationwith ATCcoordination &Data link(ACARS, FANSCPDLC)

CO2 3134 110

ONATAP Portugal Free and DirectRoutes

CO2 526 999

ENGAGE UK Optimisation ofcruise altitudeand/or Machnumber

CO2 1310 23

RlongSM(ReducedlongitudinalSeparationMinima)

UK Optimisation ofcruise altitudeprofiles

CO2 441 533

Gate to gateGreen Shuttle

France Optimisation ofcruise altitudeprofile & CDOfrom ToD

CO2 788 221

Transatlanticgreen flight PPTP

France Optimisation ofoceanictrajectory(vertical andlateral) &approach

CO2 2090+1050 93

Greener Wave Switzerland Optimisation ofholding timethrough 4D slotallocation

CO2 504 1700

VINGA Sweden CDO from ToDwith RNP STARand RNP AR.

CO2 & noise 70-285;negligiblechange tonoisecontours

189

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AIRE GreenConnections

Sweden Optimisedarrivals andapproaches basedon RNP AR &Data link. 4Dtrajectoryexercise

CO2 & noise 220 25

Trajectory basednight time

TheNetherlands

CDO with pre-planning

CO2 + noise TBC 124

A380TransatlanticGreen Flights

France Optimisation oftaxiing andcruise altitudeprofile

CO2 1200+1900 19

Total 9416

CDOs were demonstrated in busy and complex TMAs although some operational measures tomaintain safety, efficiency and capacity at an acceptable level had to be developed.

The AIRE 3 campaign comprised 9 projects (2012-2014) and 5199 trials summarized in table 3.

Project name Location Operation Number ofTrials

Benefits per flight

AMBERRiga InternationalAirport

turboprop aircraft tofly tailored RequiredNavigationPerformance –AuthorisationRequired (RNP-AR)approaches togetherwith ContinuousDescent Operations(CDO),

124 230 kg reduction inCO2 emissions perapproach; Areduction in noiseimpact of 0.6decibels (dBA)

CANARIASLa Palma andLanzarote airports

CCDs and CDOs 8 Area Navigation-Standard TerminalArrival Route(RNAV STAR)and RNP-ARapproaches34-38 NM and 292-313 kg of fuel forLa Palma and 14NM and 100 kg of

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fuel for Lanzarotesaved.

OPTA-INPalma deMallorca Airport

CDOs 101 Potential reductionof 7-12% in fuelburn and relatedCO2 emissions

REACT plusBudapest Airport CDOs and CCOs 4113 102 kg of fuel

conserved duringeach CDO

ENGAGE Phase IINorth Atlantic –between Canada& Europe

Optimization ofcruise altitude and/orMach number

210 200-400 litres offuel savings;An average of 1-2% of fuelconserved

SATISFIEDEUR-SAMOceanic corridor

Free routing 165 1578 kg in CO2

emissions

SMARTLisbon flightinformationregion (FIR),New YorkOceanic andSanta Maria FIR

Oceanic: Flightoptimization

250 3134 kg CO2 perflight

WE-FREEParis CDG,Venice, Verona,Milano Linate,Pisa, Bologna,Torino, Genoaairports

free routing 128 693 Kg of CO2 forCDG-RomaFiumicino ; 504 kgof CO2 for CDGMilano Linate

MAGGO*Santa Maria FIRand TMA

Several enablers 100* *

*The MAGGO project couldn’t be concluded.

SESAR solutions and Common Projects for deployment

SESAR Solutions are operational and technological improvements that aim to contribute to themodernisation of the European and global ATM system. These solutions are systematically validatedin real operational environments, which allow demonstrating clear business benefits for the ATMsector when they are deployed including the reduction by up to 500 kg of fuel burned per flightby 2035 which corresponds to up to 1,6 tonnes of CO2 emissions per flight, split across operatingenvironments.

By end of 2015 twenty-five SESAR Solutions were validated targeting the full range of ATMoperational environments including airports. These solutions are made public on the SESAR JUwebsite in a datapack form including all necessary technical documents to allow implementation. Onesuch solution is the integration of pre-departure management within departure management (DMAN)

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at Paris Charles de Gaulle, resulting in a 10% reduction of taxi time, 4 000-tonne fuel savings annuallyand a 10% increase of Calculated Take off Time (CTOT) adherence and the Implementation. Anothersolution is Time Based Separation at London Heathrow, allowing up to five more aircraft per hour toland in strong wind conditions and thus reduces holding times by up to 10 minutes, and fuelconsumption by 10% per flight. By the end of SESAR1 fifty-seven solutions will be produced.

The deployment of the SESAR solutions which are expected to bring the most benefits, sufficientlymature and which require a synchronised deployment is mandated by the Commission through legallybinding instruments called Common Projects.

The first Common Projects identify six ATM functionalities, namely Extended Arrival Managementand Performance Based Navigation in the High Density Terminal Manoeuvring Areas; AirportIntegration and Throughput; Flexible Airspace Management and Free Route; Network CollaborativeManagement; Initial System Wide Information Management; and Initial Trajectory InformationSharing. The deployment of those six ATM functionalities should be made mandatory.

The Extended Arrival Management and Performance Based Navigation in the High DensityTerminal Manoeuvring Areas functionality is expected to improve the precision of approachtrajectory as well as facilitate traffic sequencing at an earlier stage, thus allowing reducingfuel consumption and environmental impact in descent/arrival phases.

The Airport Integration and Throughput functionality is expected to improve runway safetyand throughput, ensuring benefits in terms of fuel consumption and delay reduction as well asairport capacity.

The Flexible Airspace Management and Free Route functionality is expected to enable a moreefficient use of airspace, thus providing significant benefits linked to fuel consumption anddelay reduction.

The Network Collaborative Management functionality is expected to improve the quality andthe timeliness of the network information shared by all ATM stakeholders, thus ensuringsignificant benefits in terms of Air Navigation Services productivity gains and delay costsavings.

The Initial System Wide Information Management functionality, consisting of a set of servicesthat are delivered and consumed through an internet protocol-based network by System WideInformation Management (SWIM) enabled systems, is expected to bring significant benefitsin terms of ANS productivity.

The Initial Trajectory Information Sharing functionality with enhanced flight data processingperformances is expected to improve predictability of aircraft trajectory for the benefit ofairspace users, the network manager and ANS providers, implying less tactical interventionsand improved de-confliction situation. This is expected to have a positive impact on ANSproductivity, fuel saving and delay variability.

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SESAR 2020 programme

SESAR next programme (SESAR 2020) includes in addition to exploratory and industrial research,very large scale demonstrations which should include more environmental flight demonstrations andgoes one step further demonstrating the environmental benefits of the new SESAR solutions.

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2. ECONOMIC/MARKET – BASED MEASURES

2.1. The EU Emission trading system

The EU Emissions Trading System (EU ETS) is the cornerstone of the European Union's policy totackle climate change, and a key tool for reducing greenhouse gas emissions cost-effectively,including from the aviation sector. It operates in 31 countries: the 28 EU Member States, Iceland,Liechtenstein and Norway. The EU ETS is the first and so far the biggest international system cappinggreenhouse gas emissions; it currently covers half of the EU's CO2 emissions, encompassing thosefrom around 12 000 power stations and industrial plants in 31 countries, and, under its current scope,around 640 commercial and non-commercial aircraft operators that have flown between airports inthe European Economic Area (EEA).

The EU ETS began operation in 2005; a series of important changes to the way it works took effectin 2013, strengthening the system. The EU ETS works on the "cap and trade" principle. This meansthere is a "cap", or limit, on the total amount of certain greenhouse gases that can be emitted by thefactories, power plants, other installations and aircraft operators in the system. Within this cap,companies can sell to or buy emission allowances from one another. The limit on allowances availableprovides certainty that the environmental objective is achieved and gives allowances a market value.

By the 30th April each year, companies, including aircraft operators, have to surrender allowances tocover their emissions from the previous calendar year. If a company reduces its emissions, it can keepthe spare allowances to cover its future needs or sell them to another company that is short ofallowances. The flexibility that trading brings ensures that emissions are cut where it costs least to doso. The number of allowances reduces over time so that total emissions fall.

As regards aviation, legislation to include aviation in the EU ETS was adopted in 2008 by theEuropean Parliament and the Council5. The 2006 proposal to include aviation in the EU ETS wasaccompanied by detailed impact assessment6. After careful analysis of the different options, it wasconcluded that this was the most cost-efficient and environmentally effective option for addressingaviation emissions.

In October 2013, the Assembly of the International Civil Aviation Organization (ICAO) decided todevelop a global market-based mechanism (MBM) for international aviation emissions. The globalMBM design is to be decided at the next ICAO Assembly in 2016, including the mechanisms for theimplementation of the scheme from 2020. In order to sustain momentum towards the establishmentof the global MBM, the European Parliament and Council have decided to temporarily limit the scopeof the aviation activities covered by the EU ETS, to intra-European flights7. The temporary limitation

5 Directive 2008/101/EC of the European Parliament and of the Council of 19 November 2008 amending Directive 2003/87/EC so as to include aviationactivities in the scheme for greenhouse gas emission allowance trading within the Community, http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32008L01016 http://ec.europa.eu/clima/policies/transport/aviation/documentation_en.htm7 Regulation (EU) No 421/2014 of the European Parliament and of the Council of 16 April 2014 amending Directive 2003/87/EC establishing a schemefor greenhouse gas emission allowance trading within the Community, in view of the implementation by 2020 of an international agreemenapplying asingle global market-based measure to international aviation emissions http://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX:32014R0421

37

applies for 2013-2016, following on from the April 2013 'stop the clock' Decision8 adopted topromote progress on global action at the 2013 ICAO Assembly.

The legislation requires the European Commission to report to the European Parliament and Councilregularly on the progress of ICAO discussions as well as of its efforts to promote the internationalacceptance of market-based mechanisms among third countries. Following the 2016 ICAOAssembly, the Commission shall report to the European Parliament and to the Council on actions toimplement an international agreement on a global market-based measure from 2020, that will reducegreenhouse gas emissions from aviation in a non-discriminatory manner. In its report, theCommission shall consider, and, if appropriate, include proposals on the appropriate scope forcoverage of aviation within the EU ETS from 2017 onwards.

Between 2013 and 2016, the EU ETS only covers emissions from flights between airports which areboth in the EEA. Some flight routes within the EEA are also exempted, notably flights involvingoutermost regions.

The complete, consistent, transparent and accurate monitoring, reporting and verification ofgreenhouse gas emissions remain fundamental for the effective operation of the EU ETS. Aviationoperators, verifiers and competent authorities have already gained experience with monitoring andreporting during the first aviation trading period; detailed rules are prescribed by Regulations (EU)N°600/20129 and 601/201210.

The EU legislation establishes exemptions and simplifications to avoid excessive administrativeburden for the smallest aircraft operators. Since the EU ETS for aviation took effect in 2012 a deminimis exemption for commercial operators – with either fewer than 243 flights per period for threeconsecutive four-month periods or flights with total annual emissions lower than 10 000 tonnes CO2per year –applies, which means that many aircraft operators from developing countries are exemptedfrom the EU ETS. Indeed, over 90 States have no commercial aircraft operators included in the scopeof the EU ETS. From 2013 also flights by non-commercial aircraft operators with total annualemissions lower than 1 000 tonnes CO2 per year are excluded from the EU ETS up to 2020. A furtheradministrative simplification applies to small aircraft operators emitting less than 25 000 tonnes ofCO2 per year, who can choose to use the small emitter`s tool rather than independent verification oftheir emissions. In addition, small emitter aircraft operators can use the simplified reportingprocedures under the existing legislation.

The EU legislation foresees that, where a third country takes measures to reduce the climate changeimpact of flights departing from its airports, the EU will consider options available in order to providefor optimal interaction between the EU scheme and that country’s measures. In such a case, flightsarriving from the third country could be excluded from the scope of the EU ETS. The EU therefore

8 Decision No. 377/2013/EU derogating temporarily from Directive 2003/87/EC establishing a scheme for greenhouse gas emission allowance tradingwithin the Community, http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CELEX:32013D0377:EN:NOT9 Commission Regulation (EU) No 600/2012 of 21 June 2012 on the verification of greenhouse gas emission reports and tonne-kilometre reports andthe accreditation of verifiers pursuant to Directive 2003/87/EC of the European Parliament and of the Council, http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32012R0600&from=EN10 Regulation (EU) No 601/2012 of the European Parliament and of the Council of 21 June 2012 on the monitoring and reporting of greenhouse gasemissions pursuant to Directive 2003/87/EC of the European Parliament and of the Council, http://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX:32012R0601

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encourages other countries to adopt measures of their own and is ready to engage in bilateraldiscussions with any country that has done so. The legislation also makes it clear that if there isagreement on global measures, the EU shall consider whether amendments to the EU legislationregarding aviation under the EU ETS are necessary.

Impact on fuel consumption and/or CO2 emissions

The environmental outcome of an emissions trading system is determined by the emissions cap.Aircraft operators are able to use allowances from outside the aviation sector to cover their emissions.The absolute level of CO2 emissions from the aviation sector itself can exceed the number ofallowances allocated to it, as the increase is offset by CO2 emissions reductions in other sectors ofthe economy covered by the EU ETS.

Over 2013-16, with the inclusion of only intra-European flights in the EU ETS, the total amount ofannual allowances to be issued will be around 39 million. Verified CO2 emissions from aviationactivities carried out between aerodromes located in the EEA amounted to 56,9 million tonnes ofCO2 in 2015. This means that the EU ETS will contribute to achieve more than 17 million tonnes ofemission reductions annually, or around 68 million over 2013-2016, partly within the sector (airlinesreduce their emissions to avoid paying for additional units) or in other sectors (airlines purchase unitsfrom other ETS sectors, which would have to reduce their emissions consistently). While somereductions are likely to be within the aviation sector, encouraged by the EU ETS's economic incentivefor limiting emissions or use of aviation biofuels11, the majority of reductions are expected to occurin other sectors.

Putting a price on greenhouse gas emissions is important to harness market forces and achieve cost-effective emission reductions. In parallel to providing a carbon price which incentivises emissionreductions, the EU ETS also supports the reduction of greenhouse gas emissions through €2,1 billionfunding for the deployment of innovative renewables and carbon capture and storage. This fundinghas been raised from the sale of 300 million emission allowances from the New Entrants' Reserve ofthe third phase of the EU ETS. This includes over €900 million for supporting bioenergy projects,including advanced biofuels12.

In addition, through Member States' use of EU ETS auction revenue in 2013, over €3 billion has beenreported by them as being used to address climate change13. The purposes for which revenues fromallowances should be used encompass mitigation of greenhouse gas emissions and adaptation to theinevitable impacts of climate change in the EU and third countries, to reduce emissions through low-emission transport, to fund research and development, including in particular in the fields ofaeronautics and air transport, to fund contributions to the Global Energy Efficiency and RenewableEnergy Fund, and measures to avoid deforestation.

11 The actual amount of CO2 emissions savings from biofuels reported under the EU ETS from 2012 to 2014 was 2 tonnes12 For further information, see http://ec.europa.eu/clima/policies/lowcarbon/ner300/index_en.htm13 For further information, see http://ec.europa.eu/clima/news/articles/news_2014102801_en.htm

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ETS, will also contribute towards the ICAO global goals. Such measures are likely to moderate theanticipated growth in aviation emissions.

Estimated emissions reductions resulting from the EU – ETS

Year Reduction in CO2 emission

2013-2016 65 million tonnes

The table presents projected benefits of the EU-ETS based on the current scope (intra-Europeanflights).

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3. SUPPORT TO VOULONTARY ACTIONS

3.1. ACI Airport Carbon Accreditation

Airport Carbon Accreditation is a certification programme for carbon management at airports, basedon carbon mapping and management standard specifically designed for the airport industry. It waslaunched in 2009 by ACI EUROPE, the trade association for European airports.

The underlying aim of the programme is to encourage and enable airports to implement best practicecarbon and energy management processes and to gain public recognition of their achievements. Itrequires airports to measure their CO2 emissions in accordance with the World Resources Instituteand World Business Council for Sustainable Development GHG Protocol and to get their emissionsinventory assured by an independent third party.

This industry-driven initiative was officially endorsed by EUROCONTROL and the European CivilAviation Conference (ECAC). It is also officially supported by the United Nations EnvironmentalProgramme (UNEP). The programme is overseen by an independent Advisory Board.

In 2014 the programme reached global status with the extension of the programme to the ACI NorthAmerican and Latin American & Caribbean regions, participation has increased to 125 airports, inover 40 countries across the world – an increase of 23% from the previous year, growing from 17airports in Year 1 (2009-2010). These airports welcome 1,7 billion passengers a year, or 27,5% of theglobal air passenger traffic.

Airport Carbon Accreditation is a four-step programme, from carbon mapping to carbon neutrality.The four steps of certification are: Level 1 “Mapping”, Level 2 “Reduction”, Level 3 “Optimisation”,and Level 3+ “Carbon Neutrality”.

Levels of certification (ACA Annual Report 2014-2015)

One of its essential requirements is the verification by external and independent auditors of the dataprovided by airports. Aggregated data are included in the Airport Carbon Accreditation AnnualReport thus ensuring transparent and accurate carbon reporting. At level 2 of the programme and

41

above (Reduction, Optimisation and Carbon Neutrality), airport operators are required to demonstrateCO2 reduction associated with the activities they control.

In Europe, participation in the programme has increased from 17 airports to 92 in 2015, an increaseof 75 airports or 441% since May 2010. 92 airports mapped their carbon footprints, 71 of themactively reduced their CO2 emissions, 36 reduced their CO2 emissions and engaged others to do so,and 20 became carbon neutral. European airports participating in the programme now represent63,9% of European air passenger traffic.

Anticipated benefits:

The Administrator of the programme has been collecting CO2 data from participating airports overthe past five years. This has allowed the absolute CO2 reduction from the participation in theprogramme to be quantified.

Emissions reduction highlights

2009-2010 2010-2011 2011-2012

2012-2013

2013-2014

2014-2015

Total aggregate scope 1& 2reduction (tCO2)

51 657 54 565 48 676 140 009 129 937 168 779

Total aggregate scope 3reduction (tCO2) 359 733 675 124 365 528 30 155 223 905 550 884

Emissions performance summary

Variable 2013 -2014 2014-2015

Emissions Number ofairports

Emissions Number ofairports

Aggregate carbon footprint for‘year 0’14 for emissions underairports’ direct control (allairports)

22044 683

tonnes CO2

85 2 089 358

tonnes CO2

92

Carbon footprint per passenger 2,01

kg CO2

1,89

kg CO2

Aggregate reduction inemissions from sources underairports’ direct control (Level 2and above)15

87 449

tonnes CO2

56 139 022

tonnes CO2

71

14 ‘Year 0’ refers to the 12 month period for which an individual airport’s carbon footprint refers to, which according to the Airport Carbon Accreditationrequirements must have been within 12 months of the application date.15 This figure includes increases in emissions at airports that have used a relative emissions benchmark in order to demonstrate a reduction.

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Carbon footprint reduction perpassenger

0,11

kg CO2

0,15

kg CO2

Total carbon footprint for ‘year0’ for emissions sources whichan airport may guide orinfluence (level 3 and above)16

12 777 994

tonnes CO2

31 14 037 537

tonnes CO2

36

Aggregate reductions fromemissions sources which anairport may guide or influence

223 905

tonnes CO2

550 884

tonnes CO2

Total emissions offset (Level3+)

181 496

tonnes CO2

16 294 385

tonnes CO2

20

Its main immediate environmental co-benefit is the improvement of local air quality.

Costs for design, development and implementation of Airport Carbon Accreditation have been borneby ACI EUROPE. Airport Carbon Accreditation is a non-for-profit initiative, with participation feesset at a level aimed at allowing for the recovery of the aforementioned costs.

The scope of Airport Carbon Accreditation, i.e. emissions that an airport operator can control, guideand influence, implies that aircraft emissions in the LTO cycle are also covered. Thus, airlines canbenefit from the gains made by more efficient airport operations to see a decrease in their emissionsduring the LTO cycle. This is coherent with the objectives pursued with the inclusion of aviation inthe EU ETS as of 1 January 2012 (Directive 2008/101/EC) and can support the efforts of airlines toreduce these emissions.

16 These emissions sources are those detailed in the guidance document, plus any other sources that an airport may wish to include.

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1. SECTION 2 – NATIONAL ACTIONS IN MONTENEGRO

1.1. Overview (Objectives)

National actions in Montenegro specified in this Section aim at:a) limiting CO2 emission from civil aviation activities starting from 2020;b) informing the aircraft operators, ANSP and airport operators on new internationally promoted

technologies;c) encouraging involvement of national stakeholders in international and national projects

aiming at reducing GHG emission in civil aviation;d) meeting the objectives of the aircraft operators by participating in the EU ETS scheme.

1.2. Type of actions to be taken

National actions in Montenegro include:a) Regulatory actions;b) Operational actions;c) Economic/market based actions;d) ATM/infrastructure actions;e) other actions.

1.3. Responsible National Institutions

The institutions responsible for implementing the actions specified in this Section are: CAA, MTMA,aircraft operators, SMATSA llc, MSDT, EPAM, airport operators.

1.4. Resources needed to implement the proposed actions

Depending on the actions laid down in this Section, the following open issues were identified:a) Human resources – insufficient number of experts in the area in institutions responsible

for implementation of the Action Plan;b) Financial resources – financial resources necessary to implement the Action Plan.c) Technical resources – lack of equipment.

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2. REPORTING

CAA may request from all relevant stakeholders in Montenegro (air carriers, airport operators,SMATSA llc, MSDT, etc.) to deliver annual reports to CAA, containing the description of the actionsimplemented in accordance with the Action Plan.

The annual report shall contain a description of actions implemented or under going along withevaluation of their effects in terms of fuel efficiency and emission reduction. The reports shall alsocontain general statistical data on air traffic activities for the calendar year concerned.

CAA may request from appropriate institutions data on total CO2 emission and aggregated data ondifferent types of fuel used by Montenegrin air carriers. Submission and confidentiality of these datashall be the subject of the protocol between appropriate institutions.

Based on data received in accordance with upwards mentioned, CAA shall develop the Annual reporton actions for emission reduction in civil aviation.

2.1. UPDATE OF THE ACTION PLAN

The Action Plan is a dynamic instrument that will be updated regularly in order to facilitate decisionson policies and measures in civil aviation, so it can adapt to economic development of Montenegroand set objectives for reducing emission of greenhouse gases.

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3. DESCRIPTION OF ACTIONS AT NATIONAL LEVEL IN

MONTENEGRO

In order to maximize efficiency and to ensure that all relevant stakeholders are involved, CAAinitiated a stakeholder consultation process, and took the initiative of collecting information aboutemission reduction activities between different stakeholders. As a result, the stakeholders describedthe actions which they are already taking or will take, and those actions are presented in this Section.

3.1. Continuous promotion of practices and procedures at operational level with an impact

on fuel consumption reduction

Description

Using best practices and procedures in ground operations to reduce fuel consumption: Loading the aircraft so that the position of the centre of gravity in flight is as backward as

possible, thus ensuring a minimum fuel consumption; Transmission of flight schedules as close as possible to take-off time;

Using best practices and procedures during the flight: Use of optimal cruise level; Extending the studies regarding the impact of applying some CDA (Continuous Descent

Approach) procedures at all airports with significant traffic volume; Minimum landing flaps, where possible; Take-off with FLEX method/Assumed Temp/Derate for the engines protection and as low

consumption as possible on long-term; Accelerating at a more economical “Enroute climb” speed, under level 100 where possible.

Category

More efficient operations (Best practices in operations).

Start date

Air carriers have been applying this action for several years due to economic reasons (fuelconsumption reduction).

Date of full implementation

In use.

Expected effects due to the implementation

At international level, according to the studies, it is expected that measures to improve the practicesand procedures applicable in the field of flight operations can lead to a reduction in CO2 emission by2020 up to 3%.

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Reference to existing legislation

/

If a new legislation is proposed

/

Resources needed for implementation

Training of flight crews and aviation staff on the application of the best practices and procedures inthe field of flight operations.

List of stakeholders involved

Air carriers, airport operators.

3.2. Establishment of reporting system for the EU Directive 2009/29/EC (EU ETS)

Description

Preparation of aircraft operators for implementation of the EU ETS Directive.

Category

Regulatory actions/Other (Conferences/workshops).

Start date

Year 2019 (upon acquisition to the EU membership)

Date of full implementation

To be determined later.

Expected effects due to the implementation

Establishment of efficient reporting system for the EU Emission Trading Scheme.

Reference to existing legislation

/

If a new legislation is proposed

Under development.

Resources needed for implementation

/

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List of stakeholders involved

MSDT, MTMA, EPAM CAA, aircraft operators.

3.3. Creation of a monitoring, reporting and verifying system for the successful

implementation of the EU Emissions Trading Scheme

Description

EU ETS AND AVIATION ETS

In respect to the issue of climate change, Montenegro is working on international and domestic levelin order to contribute to global combating of climate change. Montenegro’s engagement oninternational level includes two equally important, mutually supportive courses of action, that is,adherence to relevant international multilateral environmental agreements and the EU accessionprocess. EU accession process is regarded as a paramount national priority. Approximation of the EUacquis, including EU ETS, into national legislation represents a process whereby the national legalframework and overall political, social and economic reality are strongly and increasingly shaped,even more so after the official initiation of accession negotiations with the EU in June 2012. In itspath towards full-fledged EU membership Montenegro has to adopt complete body of EU legislation.Important part of the EU legislation is the climate related legislation, inter alia, EU ETS and AviationETS legislation. In that respect, for activities other than aviation, Montenegro will not be officiallypart of the EU ETS until joining the EU. Accordingly, Montenegro is planning development ofadministrative, regulatory and institutional framework in the coming years in order to be ready forimplementation and enforcement of this demanding legislation.

Also, national aircraft operator Montenegro Airlines is included in the Aviation EU ETS and de factoimplements requirements laid down by the Directive 2008/101/EC on inclusion of aviation activitiesin scheme for greenhouse gas emission allowance trading within the Community. MontenegroAirlines is being regulated by Germany as administering Member State. It has undergone allnecessary accreditation procedures and established all necessary protocols and administrativestructures for successful implementation of the Aviation ETS in Montenegro. Therefore Montenegrovia its national aircraft operator Montenegro Airlines and its active participation in the Aviation EUETS scheme is contributing to reducing greenhouse gases emission and will continue to do so duringnext period up to and beyond 2020.

Category

Economic/market-based actions, Regulatory actions/other (Requiring transparent carbon reporting).

Start dateSystem will be developed through a project and it will include, among other things, recommendationsfor beginning of implementation.Date of full implementation

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/

Expected effects due to the implementation

GHG emission reduction, including that from aviation sector in a cost-effective and economicallyefficient manner.

Reference to existing legislation

/

If a new legislation is proposed

Under development.

Resources needed for implementation

Financial resources already provided by EU.

List of stakeholders involved

MSDT, MTMA, EPAM, CAA, aircraft operators.

3.4. Implementation of CDO landing procedures and development of PBN procedures

Description

CDO procedures have not been officially introduced in Montenegrin regulatory system yet. Inaccordance with Local Single European Sky Implementation Plan (LSSIP) for Montenegro, the fullimplementation of CDO is going to be considered for Podgorica and Tivat Airports.Implementation of CDO for Podgorica and Tivat airports should be approached gradually by ANSPin its terminal airspace optimization activities, by introducing interim procedures during low trafficload periods and their evaluation of performance.

ANSP and dominant aircraft operators should jointly make the final decision on permanentintroduction of CDO procedures at Podgorica and Tivat airports, after full evaluation of the effectsof interim procedures, collected during the trial period.

In the meantime, before the operational procedures enter into force, in conducting its operationalwork SMATSA authorized air traffic controllers to allow direct routings whenever the traffic situationpermits so, thus contributing to the reduction of fuel consumption, and consequently CO2 emission.The following actions have been taken: All arrival procedures (STARs) are designed in order to accommodate Continuous Descent

Operations (CDO) and when traffic situation allows, aircraft operators may perform them asCDO.

Inbound aircraft are directed to IAF with information about the distance to FAF, and arecleared for descent with optimum vertical profiles until the altitude over FAF. In case of radarvectoring and in case of complex traffic situation, aircraft are kept at a certain altitude, and

49

are informed about the distance to FAF and the position after which they will be able tocontinue optimal gradient descent.

All activities related to airspace design in terminal airspace take into account the requirementsof air carriers for the shortest and optimal routes, thereby leading to CO2 savings. Beforemaking any decision in Airspace Management domain, mentioned activities take into accountanalysis on the potential amount of fuel savings and CO2 emission reduction.

Whenever the traffic situation allows, outbound aircraft are suggested to take the shortestroute to the TCP and often, with previous coordination with adjacent ATC unit, aircraft arecleared for direct routes to the TCP within adjacent FIR, significantly reducing the distancetravelled, as well as CO2 emission. Whenever the traffic situation allows, the outboundaircraft are approved for the requested flight level with optimal climb gradient and no speedlimits.

Montenegro PBN Implementation Plan is elaborated and published, anticipating PBN STARprocedures (to be developed as RNAV 1 and RNP 1) to enable CDO, and thus giving a fullcontribution to CO2 emission reduction.

Category

Improved air traffic management and infrastructure use; more efficient operations.

Start date

2015

Date of full implementation

Upon evaluation of the effects of interim procedures and data collected during the trial period.2015 – 2022

Expected effects due to the implementation

Fuel savings and CO2 emission reduction.

Reference to existing legislation

Roadmap for performance-based navigation implementation plan in Montenegro

If a new legislation is proposed

/

Resources needed for implementation

Training of ATC operational staff and PANS-OPS designers.

List of stakeholders involved

CAA, SMATSA, Podgorica Airport and Tivat Airport, airspace users.

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3.5. DCT options for planning and execution of flights

DescriptionAs a regular working practice, the constant improvement and optimization of the route network ledto the situation where the length of the most frequent routes within FIR Beograd were just 2% greaterthan its length at great circle per city-pair.

Having introduced the SEAFRA and, therefore enabling Free Route airspace above FL325, the ANSPprovided additional DCT options below FL325 which are available in the RAD document.

Category

Improved air traffic management and infrastructure use.

Start date

10.02.2012.

Date of full implementation

08.12.2016.

Expected effects due to the implementation

Fuel savings and CO2 emission reduction.

Reference to existing legislation

Regulation on Air Traffic Flow Management (Official Gazette of Montenegro, No 44/2013)(transposing Commission Regulation No 255/2010)

If a new legislation is proposed

/Resources needed for implementation

/

Future Endeavors

Implementation of FRA in the airspace below FL325.

List of stakeholders involved

ANSP, airspace users and NM.

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3.6. Free Route/ Free Route like concept

Description

Three ANSPs (SMATSA, Croatia Control and BHANSA) responsible for the ANS provision in theairspace of four states – The Republic of Serbia, Montenegro, Croatia and Bosnia and Herzegovinaoffered airspace users the possibility to plan and execute flights free of fragmentation by state or AoRborders, by implementing cross-border Free Route Airspace (FRA) – South-East Axis Free RouteAirspace (SEAFRA) during night (23.00-05.00 UTC winter time and 22.00-04.00 UTC summer time)and above FL325.

SEAFRA plays a major part in the European Union (EU) initiative to develop the Single EuropeanSky regardless of state or FAB borders, with an aim to improve safety, efficiency and air trafficcapacity in Europe.

Category

Improved air traffic management and infrastructure use.

Start date

30.04.2015.

Date of full implementation

December 2018

Expected effects due to the implementation

The main benefit of SEAFRA the reduction of direct operational cost that results from reduction inflight distances flown within FRA. SEAFRA is also expected to bring the following qualitativebenefits: Greater flight planning flexibility for aircraft operators; Greater predictability of flight times; Increased air carrier’s flight efficiency (approx. 2% p.a.).

Reference to existing legislation

Regulation on Air Traffic Flow Management (Official Gazette of Montenegro, No 44/2013)(transposing Commission Regulation No 255/2010)Regulation on detail rules for the implementation of air traffic management (ATM) network functions(Official Gazette of Montenegro No 24/2016) (transposing Commission Regulation No 677/2011)

If a new legislation is proposed

/

Resources needed for implementationTraining of ATS operational staff.

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List of stakeholders involved

CAA, ANSP, airspace users and NM.

3.7. Improvement of aircraft fleet

Montenegro Airlines actions on improvement of aircraft fleet.

By the end of 2015, Montenegro Airlines has improved its aircraft fleet by replacing older aircraftstype Fokker with more fuel efficient and technologically improved type Embraer (ERJ 190 – 100LR). Current fleet of Montenegro Airlines consists of four aircraft type Embraer and two aircraft typeFokker.

This is contributing to reducing fuel consumption during both flight and LTO operations and willhave significant contribution in reducing CO2 emission and other environmental benefits attributedto new technologies.

Alternative FuelsAt the moment there are no measures taken by aerodromes nor aviation industry to introducealternative fuels.

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CONCLUSION

Montenegro is strongly dedicated to participation in all present and future international activities inarea of emission reduction which is initiated by recognized international bodies.

ANNEX

Energy Balance for Montenegro in International civil aviation CO2, CH4 and N2O emission from international civil aviation Consomption of JET A-1 at airports in Montenegro Composition of commercial fuel uplifted Revenue Passenger Kilometer (RPK)

Table 1 Energy Balance for Montenegro per year in International civil aviation

Internationalcivil aviation

Total of oilproducts /t/

Kerosine-aviation fuel/t/

Transport dieseland residualfuel oil /t/

Other

2012 13 000 12 000 1 000

2013 14 000 13 000 1 000

2014 17 200 17 200

Source: Statistical Office of Montenegro – MONSTAT

Table 2 CO2, CH4 and N2O emission from international civil aviation

Emissionfrominternationalaviation

CO2 (Gg)* CH4 (Gg)* N2O (Gg)*

2012 37,34 0,00026 0,001062013 40,45 0,00029 0,00112030

Source: The Environmental protection Agency of Montenegro

*Gg – kilo tone (kt)

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Table 3 Consumption of JET A-1 at airports in Montenegro (from international civil flights)

Year/avio servis Tivat Podgorica

2011 15 000 16 000

2012 17 000 15 000

2013 21 000 16 000

2014 20 000 14 000

2015 19 000 13 000

Source: Jugopetrol

Table 4 Composition of commercial fuel uplifted

Fuel Property Property value

Density kg/m3 at 15°C 0.7919

10% boiling point 168.8

Final boiling point 239.6

Net heat of combustion, MJ/kg 43.452

Aromatiics, volume % 9.6

Naphthalenes, volume % 0.12

Smoke point, mm 23.5

Sulphur mass% 0.012

Kinematic viscozity at 20°C 3.439

Source: Jugopetrol

Table 5 Revenue Passenger Kilometer (RPK)

Carrier - Montenegro Airlines

Traffic RPK (m) = 527

Year 2012 2013 2014 2015

Nb. Ofpassengers 559.563 539.878 511.833 527.621

Change 4.2

Source: topairlinesrankings.blogspot.com