1. 1 DEPARTMENT OF TRANSPORT WHITE PAPER ON NATIONAL CIVIL AVIATION POLICY (NCAP) PRESENTATION TO THE SELECT COMMITTEE ON PETITIONS AND EXECUTIVE UNDERTAKINGS 16 MARCH 2016

2. . Why comprehensive Policy Review? –Civil Aviation: Serves as a major catalyst for global economic activity Is vital to ensure South Africa’s effective participation in the provision of orderly, safe and secure air transport services to maximize economic and social benefits –Policy review needed due to fundamental change in global aero-political environment, including: Airport and airspace management Liberalization of air services - including Yamoussoukro Decision (YD); and its impact on aviation safety and security oversight Environmental impact – International Civil Aviation Organization (ICAO) and United Nations Framework Convention on Climate Change (UNFCCC) activities Remotely Piloted Aircraft Systems (RPAS) 2 Introduction

3. . Need for consolidation of Civil Aviation Policies –Current Civil Aviation Policies are fragmented and consist of: Domestic Air Transport Policy, 1990: Deregulation of domestic air transport International Aviation Policy of South Africa 1992: Enabling liberalisation in international air transport White Paper on National Transport Policy inter alia reiterating the policy positions contained in the domestic and international aviation policies, albeit with minor adjustments in 1996 The White Paper on National Policy on Airports and Airspace Management, 1998. –Policy review process identified and addressed gaps, formulated policies on key areas not previously addressed, and consolidated all civil aviation policy matters into one document. 3 Introduction

4. . Issues addressed in NCAP: 1.International obligations - Aviation safety and security; 2.Institutional matters; 3.Civil aviation infrastructure; 4.Civil aviation operations (commercial and non- commercial air services); 5.Remotely Piloted Aircraft Systems; 6.Aircraft operations and the environment; 7.Human resource development and technology & innovation 4 Introduction (continued)

5. 5 Strategic objectives of NCAP To promote and enhance civil aviation safety, security and environmental compliance; To promote the national interest of South Africa and facilitate the expansion of trade and tourism; To promote the development of an efficient and productive aviation industry, which is capable of competing both locally and internationally; To ensure that civil aviation contributes meaningfully to the development of human resources, meeting basic needs and broadening all South African citizens' participation in the economy; To maintain an appropriate and cost-effective regulatory framework, ensuring safe, secure, environmentally friendly and reliable air services, capable of responding to changing circumstances;

6. 6 Strategic objectives (continued) To facilitate the application of market principles as far as possible, relevant to economic decisions in all industries, which will apply equally to aviation services with a view to maximising consumer choice and satisfying consumer's needs; To meet the needs of all users of aviation-related services; To enable preservation of aviation heritage; To promote sound relations with other countries, groups of countries and related regional and other international organisations; To transform the aviation industry by broadening economic participation in the provision of aviation-related services; and To provide for adequate consultative forums in well-defined communication systems.

7. 7 Civil Aviation Infrastructure - Airports Key Policy statements addressing airports include: –National Airports Development Plan (NADP) to be developed to guide airport development in South Africa –Environmental sustainability to be assessed as prerequisite during planning –Existing and new airports to be developed and operated on the basis of financial sustainability and viability, guided by the NADP –“User-pays” principle iro services rendered to be applied, where feasible –Airport licensing system to be reviewed and a registration system for un-licensed airports to be introduced –Requirement to ensure holistic airport planning at provincial and municipal spheres of government, guided by the NADP

8. 8 Civil Aviation Infrastructure - Airspace Key Policy statements addressing airspace include: –DOT should ensure adequate collaboration between the members of the Air Traffic Management Community concerning the harmonised planning and implementation of the key enablers of the ICAO Air Traffic Management Operational Concept –Air traffic services and air navigation services to be provided on the basis of sustainability and –DOT to ensure periodic review and amendment of the National Airspace Master Plan –Airspace management should be dynamic, flexible and based on services demanded –The principles of cooperative government and intergovernmental relations should guide all activities of government departments and institutions relating to airspace matters and shall require the Minister of Transport’s concurrence prior to implementation

9. 9 Aircraft Operations and the Environment This part of the NCAP is based on ICAO‘s Annex 16 “Environmental Protection, related guidance material, and various Assembly Resolutions Policy formulated includes: –Consultation with affected parties: Standing Airport Environmental Committee to be established –Implementation of measures for the control of aircraft noise to be in accordance with ICAO’s balanced approach to noise management as follows: Reducing aircraft noise at source: Phasing-out of Chapter 2 aircraft Land-use planning: Noise contours for the airport to be established and the proposed land-uses to be accepted for the different noise zones - local authority to ensure compatible developments

10. 10 Aircraft Operations and the Environment (continued) Noise abatement: Affected airports to ensure that appropriate noise abatement procedures and measures are developed and published after SACAA approval. Operating restrictions: Any measure aimed at reducing aircraft noise which could not be addressed through the 3 measures listed above. Includes limitations on night flights and curfews

11. 11 Aircraft Operations and the Environment (cont.) Calculation and prediction of aircraft noise - Essential for airport operations and in particular, for the long-term planning of land-uses around existing and future airports. Policy statements: –SACAA must, in terms of formulated criteria as prescribed, determine which airports are required to calculate aircraft noise contours. –The airport licensee responsible for calculating and predicting aircraft noise in accordance with the prediction model set in the National Code of Practice and ICAO and bear the costs –The airport noise contours should be established in a manner that would not subject land-use development rights to frequent change. –SACAA responsible for enforcing and regulating the calculation of aircraft noise contours

12. 12 Aircraft Operations and the Environment (cont.) Noise and track conformance-monitoring systems Monitoring aircraft noise around airports is a primary instrument in minimising the impact of aircraft noise. NCAP assigned the following responsibilities: –SACAA must in terms of formulated criteria, as prescribed, determine which airports are required to conduct regular monitoring of aircraft noise. –SACAA is responsible for the regulation of the standards and requirements for aircraft noise monitoring systems in line with international practice as well as enforcing the monitoring of aircraft noise. –The airport licensee will be responsible for funding the procurement, installation, operation and maintenance of the permanent noise monitoring equipment.

13. 13 Aircraft Operations and the Environment (cont.) Aircraft engine emissions Aircraft engines produce emissions that are similar to other emissions produced by fossil fuel combustion Aviation responsible for approximately 2% of the world’s carbon dioxide emissions NCAP addresses engine emissions as follows: Reduction of emissions at source – phasing out of old technology (Chapter 2 aircraft); Introduction of operational measures to optimise efficiency and minimise fuel use; South African aircraft operators to report on fuel consumption and carbon dioxide emissions to the DOT and ICAO on an annual basis; Government supports the principle that emissions trading schemes should respect the sovereignty of Contracting States, be implemented on the basis of mutual agreement and take into account the special circumstances and respective capabilities of developing countries, based on common, but differentiated responsibilities.

14. 14 Implementation NCAP provides a primary framework for the future actions of DOT in the area of civil aviation. Actions required include: –Policy elements that would require only administrative action to be implemented immediately; –It is recognised that certain elements of the NCAP which represent a significant change from existing policy cannot be implemented immediately. In such cases the implementation will be phased over a transitional period in a planned manner; –Where new policy directives require new or amended legislation, appropriate new bills, amendment bills and regulations, as required, will be drafted; and –Progress towards meeting the targets, objectives and deliverables to be evaluated annually, followed by a comprehensive consolidated review after five years.

15. 15 Thank you