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• Doc 7600/8, Standing Rules of Procedure of the Assembly of the International Civil Aviation Organization Doc 10140, Assembly Resolutions in Force (as of 4 October 2019) Appendix

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• The amendment to Article 50 a) of the Convention adopted on 12 March 1971, increasing the membership of the Council to thirty, came into force on 16 January 1973 and the Council convened an extraordinary session of the Assembly to fill the three additional seats, one State being elected in each of the three parts.

• An election shall be held at the first meeting of the Assembly and thereafter every three years, and the members of the Council so elected shall hold office until the next following election."

• The obligations of Council Member States are defined by Resolution A4-1, adopted by the Assembly in 1950: "A Contracting State giving notice, in accordance with Rule 45* of the Rules of Procedure for this Assembly, of its desire to stand for election to the Council is understood to have indicated its intention, if elected, to appoint and support full-time representation at the Headquarters of the Organization to ensure the participation of Council Member States in the work of the Organization."

• Since their election, all the present members of the Council have participated in its work.

• It is expected that States elected to the Council at the 41st Session of the Assembly will take the necessary steps to ensure that they will be represented at the Council meetings to be held immediately after the Assembly and that their representation will be established at Headquarters by the time the Council and its committees reconvene in October 2022.

• Although the provisions of the Standing Rules of Procedure of the Assembly relating to the election of the Council were modified in 1962, the following basic rules have been applied ever since the Organization came into being: (i) the election is held in three parts1, with these parts corresponding to the States described in Article 50 b), (ii) before every election the Assembly decides the maximum number of States to be elected in each part, (iii) the candidate decides in which part or parts to seek election — a candidate unsuccessful in the first part may be a candidate in the second, and a candidate unsuccessful in the second may be a candidate in the third, (iv) voting in each part of the election is by secret ballot and a majority of the votes cast is required for election.

• When the membership of the Council was twenty-one, the Assembly decided that the maximum number of States to be elected in the three parts of the election should be eight, seven and six respectively.

• Adoption, on 16 October 1974, of an amendment to Article 50 a) of the Convention increasing the membership of the Council to thirty-three came into force on 15 February 1980.

• The 39th Session of the Assembly in 2016 adopted the Protocol relating to the amendment to the Convention, thereby increasing the membership of the Commission to twenty-one but the required number of ratifications has not yet been reached to bring this into force.

• In addition to meeting as a whole, the Council has established a number of standing committees.

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• COMMISSION Meetings Rooms ASSEMBLY HALL ASSEMBLY HALL ASSEMBLY HALL CR3 CR3 CR3 AM 1, 2, 3, 4, 5 TUE R3, 6, 7, 8 27.9.22 PM Edward Warner Award AM 10, R10 WED AM 9, 8 28.9.22 44, 45, 46, 47, 48, 49, 50, 51, 52, PM 16, 17, 18 53, 54, 55, 56 AM 29, 30, 31 40, 41 THU 29.9.22 PM 11, 12, 13, 14, 15 AM 32, 33 42, 43 FRI 30.9.22 PM R29, R30, R31 34, 35, 36 AM 5, 9, 8 SAT 1.10.22 PM 19, 20, 21, 22, 23, 28 37, 38, 39 SUN 2.10.22 R44, R45, R46, R47, R48, R49, AM 24, 25, 26, 27 R50, R51, R52, R53, R54, R55, MON R56 3.10.22 PM R16, R17, R18 AM R32, R33 R40, R41, R42, R43 TUE 4.10.22 PM 5, 9, 8 AM R11, R12, R13, R14, R15 WED 5.10.22 PM R21, R22, R23, R28 R34, R35, R36, R37, R38, R39 R24, R25, R26, R27, R19, AM R20 THU 6.10.22 PM 9, 8 AM 9, 8 FRI 7.10.22 PM 9

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• Priority Outcome 5: Increase cooperation and support: In an effort to maintain its core mission of providing aviation security assistance and capacity-building support to ICAO Member States, the Secretariat has adapted its operations by focussing on the virtual delivery of much of its aviation security training programme since the onset of the pandemic.

• To support implementation at the national level, during 2020 and 2021, ICAO has delivered 12 Risk Management Workshops to 144 participants from 29 Member States through the Implementation Support and Development – Security (ISD-SEC) Programme.

• Following the request by the 39th Session of the Assembly, the Global Aviation Security Plan (GASeP) was approved in 2017 with the objective of assisting Member States, ICAO and other stakeholders in enhancing the effectiveness of a global aviation security through a set of priority outcomes, priority actions and aspirational targets.

• The evaluation confirmed that GASeP has been a useful and relevant framework to advance aviation security and helped to raise the profile of aviation security at the political level.

• Priority Outcome 2: Develop security culture and human capability: ICAO undertook a series of activities, including: the official launch of the Year of Security Culture (YOSC) during the 2020 Global Aviation Security Symposium and the implementation of a communication campaign to promote a robust security culture in aviation throughout 2021, the development of the ICAO security culture website1, which is maintained as a permanent resource and updated accordingly with tools and materials for use by States, the delivery of training and assistance activities, and the convening of related meetings, seminars, and conferences.

• Other activities carried out include: comprehensive and targeted AVSEC assistance and training funded by the AVSEC/FAL voluntary fund, development of needs assessments, continuous implementation of the Aviation Security Improvement Plans (ASIPs) for States in-need, development of security culture products, and updating the ICAO Aviation Security Assistance and Capacity- Building Strategy with enhanced focus on the GASeP.

• During its Thirty-first meeting, the Aviation Security Panel recognized that the GASeP roadmap and its associated Priority Actions and the requirements of Annex 17 were not fully aligned, and considered possible ways to better align them, in order to continue to work towards meeting the aspirational targets.

• From 8 to 10 September 2021, AVSEC2021, titled AVSEC: Business Not As Usual, highlighted the importance of innovation as a driving force to find new ways of implementing security measures after the pandemic, and to contribute to civil aviation’s recovery, in line with GASeP’s priority outcome Improve Technological Resources and Foster Innovation.

• Each Regional Office holds audit data relating to their accredited States, along with the USAP-CMA schedule, and is working with States to identify assistance and capacity-building opportunities.

• ICAO ensures the regular dissemination of the Aviation Security Global Risk Context Statement (Doc 10108) to help guide the conduct of risk assessments by States.

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• Doc 10140, Assembly Resolutions in Force (as of 4 October 2019 Appendix

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• The Council, at the fifth meeting of its 224th Session, considered the appointment of the External Auditor of ICAO for the financial years 2023, 2024 and 2025 and approved the reappointment of the President of the Swiss Federal Audit Office (SFAO) (Switzerland) as External Auditor for a further three years, subject to the confirmation of the 41st Session of the Assembly.

• The Council, at the eighth meeting of its 217th Session, approved the appointment of the President of the Swiss Federal Audit Office (SFAO) (Switzerland) as the External Auditor of ICAO for the accounts of the financial years 2020, 2021 and 2022.

• In a previous session (176th), the Council had approved that the services of the External Auditor were limited to a fixed term of three years with the possibility of one three-year extension.

• Article XIII of the Financial Regulations provides that the Council shall appoint an External Auditor, subject to confirmation by the Assembly.

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• In response to the COVID-19 outbreak, in addition to supporting ICAO actions to assist Member States in responding to this crisis and to prepare for an effective global response and recovery, the Secretariat moved to a rolling twelve-month schedule, and replaced postponed on-site audits with documentation-based audits.

• At its 40th Session, the ICAO Assembly endorsed a set of 26 recommendations and requested that the Council direct the Secretary General to implement these improvements aimed at ensuring consistent interpretation of Annex 17 — Security Standards, utilizing a more operational focus to the USAP CMA programme, addressing serious deficiencies in a timely manner and applying a risk-based approach to audit prioritization, thus ensuring effective reporting of Member States’ risk-based and outcomes-focused compliance with relevant security objectives (Assembly Resolution A40-11, Appendix D refers).

• The ICAO Assembly, during its 39th Session (Assembly Resolution A39-18, Appendix E refers), requested the Secretariat to review the scope and methodology of the USAP, in consultation with Member States, to ensure that it provides reliable information regarding the effective implementation of aviation security measures on the ground, and that the methodology takes into consideration a risk-based approach for the implementation of aviation security measures.

• The audit programmes also provide much-needed assistance in the form of recommendations to guide States in their efforts to improve safety and security oversight systems.

• Nevertheless, the results of both audit programmes demonstrate that a number of States continue to experience difficulties in meeting their obligations under the Convention on International Civil Aviation and its Annexes, necessitating continued monitoring and assistance from ICAO and its partners.

• The ICAO Assembly, during its 40th Session (Assembly Resolution A40-13 refers), further directed the Secretary General to implement organizational improvements necessary to successfully manage the changes brought about by the long-term evolution of the programme, in line with the recommendations of the Group of Experts for a USOAP CMA Structured Review (GEUSR) as agreed by the Council and of the Thirteenth Air Navigation Conference.

• Launched in 1999, the Universal Safety Oversight Audit Programme (USOAP) transitioned to a Continuous Monitoring Approach (CMA) in January 2013, evolving into a more evidence- based, risk-informed and result-oriented programme to determine on a universal basis the effectiveness and sustainability of States’ safety oversight systems.

• To support its continuous evolution, the ICAO Assembly, during its 39th Session, recommended that ICAO undertake a review of the programme’s methodology, processes and tools to give Member States an opportunity to provide user feedback, thereby enabling ICAO to plan improvements (Doc 10071, Assembly 39th Session — Technical Commission Report refers).

• ICAO’s safety and security audit programmes play a vital role in providing objective and independent assessments of Member States’ capacity for aviation safety and security oversight as well as the sustainability of their systems.

• In this context, the continued engagement of States in the audit programmes demonstrates the global aviation community’s commitment to continued improvement and full implementation of ICAO Standards.

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• ICAO has been working to strengthen mechanisms to further support regional cooperation through different programmes and activities that are directly or indirectly related to regional cooperation: RSOO and RAIO Cooperative Platforms, which facilitate the exchange of experiences and mutual support, the Global Aviation Safety Oversight System (GASOS), an assessment and recognition mechanism for RSOOs and RAIOs, and Aviation Safety Implementation Assistance Partnership (ASIAP), the framework used to coordinate efforts for the provision of assistance to States and for sharing and prioritizing assistance needs.

• The Joint ICAO/EASA Strengthening Regional Cooperation Conference, held on 20 January 2022, pursuant to the recommendations of the HLCC 2021, also concluded that while States remain the primary supporters for the continued operation of regional initiatives, the inclusion of additional stakeholders, such as industry, is critical for their sustainability.

• Neighbouring States with similar aviation challenges, activities and common cultural aspects have come together to establish regional organizations with the knowledge that cooperation can help them achieve their safety obligations through economies of scale, exchange of information and regulatory harmonization.

• Considering the new programmes and activities developed by ICAO to support regional cooperation since the Swaziland Forum in 2017, and HLCC Recommendation 4/1 (g), it is necessary for ICAO to update its Policy on Regional Cooperation.

• Given the challenges of the COVID-19 pandemic experienced by all stakeholders, including States, RSOOs and ICAO, it is essential to explore alternative ways to continue the strengthening of safety oversight capabilities of the regional organizations.

• Despite the continuous development of regional cooperation, some of these regional organizations still face specific challenges such as lack of financial and human resources and the necessary legal frameworks that prevent them from providing the valuable and necessary assistance to their Member States.

• As a result, continued support from ICAO, its Member States and industry is needed, in order to continue to strengthen these regional initiatives.

• It is therefore critical that ICAO continues to provide the necessary support and guidance to help strengthen these regional cooperation initiatives.

• This resolution endorsed the implementation and further development of GASOS to help strengthen, assess and support RSOOs, RAIOs and Cooperative Development of Operational Safety and Continuing Airworthiness Programme COSCAPs with the goal of assisting Member States in improving safety oversight, and accident and incident investigation.

• ASIAP’s main priority is to promote coordination and cooperation amongst key stakeholders to further advance aviation safety and implementation assistance capacity in the aviation community.

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• As per the pertinent KPI in the Business Plan 2023–2025, the Assembly is invited to urge all Member States to join the PKD and to request Member States participating in the PKD to upload all information necessary for full authentication of their eMRTDs into the ICAO PKD, in line with ICAO Annex 9 Standard 3.9.2, and to make full use of the data contained therein, given the importance of full use to allow for contactless processing of passengers, increased technology and process innovation in facilitation and increased robustness to future challenges.

• The Assembly is therefore invited to support the ICAO PKD according to the following priorities for the next triennium: assurance of uninterrupted PKD operations and maintenance of the integrity of the system, expansion of the activities of the PKD to exchange additional certificates, empowering of private sector parties to use PKD data to benefit States and aviation stakeholders, improving use of the PKD and compliance with ICAO eMRTD standards and specifications through the Data Quality Coach program, outreach activities and cooperation with the TAG/TRIP and its subgroups, and assuring readiness for renewal of the existing PKD operational contract to ensure continued operation and cost-effective evolution of the system moving forward.

• In order to support the dissemination of public key material necessary for authentication of health proofs (in conformance with the Council Aviation Recovery Task Force (CART) recommendations and guidance from the World Health Organization (WHO)), and given that the WHO guidance indicates that health proofs should be issued based on Public Key Infrastructure that leverages existing capabilities like the ICAO PKD, the PKD Board has examined the implementation of a new health branch in the PKD.

• The Assembly is also invited to endorse the following as priorities, pending the conclusion of financial viability based on current financial models or attainment of additional resources: implementation of a new health branch in the ICAO PKD to support dissemination of public key material associated with PKI-based health proofs and thereby better assure global interoperability, and enhancement of the implementation capabilities to adapt or improve services in response to external challenges and demands, in particular through use of in-house development resources.

• The PKD has become an increasingly important component of global eMRTD infrastructure over the past years as more States have begun issuing ePassports (more than 145 States are now issuing ePassports), eVisas (the European Union has mandated issuance of eVisas using the VDS format in 2022) and health proofs based on the ICAO VDS-NC specifications and as States begin to consider dematerialization of the passport booklet through issuance of the DTC.

• While this work proceeds, a new ICAO Health Master List has been established based on a novel service delivery model involving partnership with INCERT, the Luxembourg State Agency responsible for critical IT infrastructure, allowing for rapid rollout of the new solution at no cost to ICAO or to Member States.

• Several presentations have been delivered at meetings of the ICAO New Technologies Working Group of the TAG/TRIP in order to assure continued alignment between specification development and PKD operational implementation.

• This has resulted in the evolution of the PKD and its related framework in the period since the 40th Session of the ICAO Assembly, as described in Sections 2 and 3 of this paper, as well as substantial outreach to assure recognition of the system’s value, as described in Section 4.

• On this basis, ICAO established the Public Key Directory (PKD) in 2007 in order to share public key certificates between States.

• Developments in the PKD were highlighted to the Council in informal briefings held on 11 May 2020 (on the new ICAO Master List) and on 26 January 2022 (on the private sector use pilot project).

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• The 16th ICAO TRIP Symposium (TRIP 2021) initially planned in 2020 was held virtually from 25 to 26 May 2021, under the theme “Game-changing Technologies Driving Seamless Border Management” and was followed by the first joint ICAO/International Criminal Police Organization (INTERPOL) Passenger Data Exchange Forum from 27 to 28 May 20214.

• Through the signature of relevant Memoranda of Understanding (MoUs), ICAO works closely with many leading international organizations that have a key role to play in traveller identification, such as the European Border and Coast Guard Agency (Frontex) which is expected to be signed in 2022.

• Considering the aforementioned ongoing work, and as described in the ICAO Business Plan 2023–2025, future work in the area of TRIP with the Output SECF 2 – Enhanced capabilities of States to facilitate the movement of people and goods by air, and uniquely identify individuals, including through implementation of innovations, leading to improved efficiency in border management operations and increased resilience to future challenges.

• These elements highlight the ICAO TRIP work programme actions taken and innovation implemented to support States in the safe restart of air transport operations.

• This roadmap was endorsed by the 40th Session of the ICAO Assembly in 2019, with the understanding that it should impose no obligation on States beyond the TRIP-related provisions of Annex 9.

• The significant package of SARPs on PNR data, as per Amendment 28 to Annex 9 effective since 28 October 2020, marked an important step towards establishing a global framework for the collection, use, processing and protection of PNR data in line with United Nations Security Council (UNSC) resolution 2396 (2017) and ICAO Doc 9944, Guidelines on Passenger Name Record (PNR) Data.

• Focus and priorities will be placed, inter alia, on: developing and updating policies and guidance for all TRIP elements including the use case of health certificates in the travel context by using the VDS-NC specifications, raising awareness and promoting the TRIP strategy, promoting coordination and cooperation among States, regional and international organizations and the private sector for the provision of the appropriate level of expertise in TRIP-related matters, and providing assistance to States, as required, through global and regional webinars, workshops and training to enhance their TRIP-capacity building, under the NCLB initiative.

• This may introduce a false sense of security in ePassports, widely considered as the most secure form of travel document.

• In that regard, ICAO participated actively in the UN CT Travel Programme with the UN Counter-Terrorism Executive Directorate (CTED) in joint deep dive missions focusing on Passenger Data Exchange matters, thereby providing expertise in several data exchange seminars aimed at implementing API and PNR.

• It incorporates new and revised Annex 9 Standards and Recommended Practices (SARPs) related to the ICAO TRIP Strategy with the objective to guide Member States in their efforts to implement this strategy and comply with the related Annex 9 SARPs as well as with the international specifications for MRTDs contained in Doc 9303, Machine Readable Travel Documents.

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• In accordance with the ICAO Business Plan 2023–2025, Operating Plan Outputs DEV 1 and DEV 3, the Organization will, inter alia: continuously monitor and assess the evolving economic fallout of the pandemic to identify additional measures that can be taken by States and industry, including those for service providers, and update and expand the guidance, as deemed necessary, to address emerging issues, encourage the sharing of experiences among States and industry, and provide assistance, as required, through global and regional webinars and trainings, to support the implementation of economic and financial measures using the ICAO guidance, and promote coordination and cooperation among States, financial institutions, regional and international partners and the private sector on providing financial support to the aviation industry.

• While stressing the need to continue to provide adequate financial and regulatory support measures when deemed necessary, there was a common view that in the face of limited availability of resources for crisis response and competing priorities, orchestrated efforts are required from all relevant entities, including financial institutions, international partners, and the private sector.

• Recognizing that States have the primary responsibility for their aviation recovery, key principles that States should follow are highlighted at the outset of the guidance material, followed by a range of measures that can be explored by States and industry to alleviate the liquidity and financial strain.

• The potential deterioration in future economic viability of the sector could affect the balance of the aviation ecosystem, especially in relation to the funding of and financing for modernization and development of quality aviation infrastructure to meet post-pandemic capacity needs (A41-WP/12-EC/2, Report on Developments Regarding the Economic Aspects of Airports and Air Navigation Services refers).

• Considering the crucial role of aviation in the national economy and in the overall recovery from the pandemic, various forms of government support have been provided by States to the beleaguered aviation industry so that it can maintain financial stability and continue operations.

• To the extent possible, the industry is also expected to utilize the opportunities brought by the aforementioned government regulatory support such as operational flexibilities and temporary alleviation of regulatory restrictions.

• The type and duration of government support significantly affects the recovery of the sector, and has implications on future structure, conduct and performance of the industry and market in general.

• As such, seven key principles, drawing from the existing ICAO economic policies and guidance, should not be neglected, even in extraordinary times like the COVID-19 pandemic, to safeguard fair competition and avoid market distortion.

• State regulatory support intends to provide regulatory relief and operational flexibilities to support industry to sustain businesses and operations suffering from a very low demand environment.

• In response to the economic consequences, the industry took a series of “self-help” actions aiming at cost control, maximizing liquidity and increasing operational efficiency.

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• Considering the aforementioned ongoing work, and as described in the ICAO Business Plan 2023–2025, future work in the area of economics of airports and air navigation services will be carried out in accordance with the Output DEV 3 – Enhanced capabilities of States to use aviation as an effective means to achieve economic development, in particular, increase accessibility to funding and financing for aviation infrastructure development and improvement of air connectivity.

• In accordance with the Council’s decision, work has been carried out jointly by AEP-ANSEP and METP to develop cost recovery mechanisms for the provision of space weather information services to aviation, taking into account the associated costs for both provider States and users.

• As the provision of MET services is expected to undergo a transformation over the next decade, consistent with air transport modernization envisioned in the ICAO Global Air Navigation Plan (GANP), the current focus is on providing additional cost recovery guidance to MET services providers to meet this evolution.

• Focus was placed on updating existing policies and guidance, developing new guidance and tools on funding and financing in aviation infrastructure, and addressing emerging issues such as cost recovery mechanisms for the provision of aeronautical meteorological (MET) services, space weather information services and funding the operation of the unmanned aircraft systems (UAS).

• Focus and priorities will be placed, inter alia, on: a) update policies and guidance for economics and management of airports and air navigation services, and b) develop and update guidance on funding and financing for aviation infrastructure and operations, as well as tools for business case analysis of aviation infrastructure projects.

• Further efforts are being made on addressing the short-, medium and long-term economic impact of the COVID-19 pandemic on airports and air navigation services, such as supporting the financial viability of the sector and the capital investment in new and upgraded infrastructure to meet future capacity needs and relevant Sustainable Development Goals.

• ICAO’s policies on charges and guidance on airports and air navigation services economics are being further reviewed and assessed to ensure their relevance in the changing situation and responsiveness to future exogenous shocks and development needs over the medium- to long-term.

• Efforts were made to address emerging issues arising from industry technological advancement and the associated investment requirements for new aviation infrastructure and/or services provision.

• The document provides detailed explanation with practical examples on how to conduct economic and financial analysis for the evaluation of costs and benefits of aviation infrastructure projects.

• Through the joint working group of AEP-ANSEP and the Meteorology Panel (METP), and in collaboration with the World Meteorological Organization (WMO), guidance contained in Doc 9161 was revised to reflect the current state of the provision of MET services and was supplemented with additional information on the financial management of multinational facilities and services.

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• The Assembly Resolution A40-9 requested the Council, inter alia, “to address the remaining issues of concern to be able to make progress towards a Convention on Foreign Investment in Airlines, which aims to liberalize air carrier ownership and control on a multilateral basis in line with the ICAO Long-term Vision for International Air Transport Liberalization1”, and “to undertake further work to build a better understanding of the benefits and challenges of liberalization and barriers to opening market access, so that further consideration could be given to the development of a multilateral approach at the appropriate time”.

• The Organization intends to continue to work with Member States on the establishment and promotion of good regulatory practices and governance for international air transport, including the modernization and harmonization of regulatory approaches of Member States, while promoting the implementation of the ICAO Long-Term Vision for International Air Transport Liberalization, as the industry recovers from the unprecedented impact of the COVID-19 pandemic.

• Building upon the engagement and enthusiasm already generated by the ATRP on the development of a draft Convention on Foreign Investment in Airlines, work should continue to address the remaining issues of concern on “labour and social considerations, fair competition and associated issues, and regulatory oversight”, with a view to finalizing this draft Convention.

• The work arising from the Resolution on the Convention on Foreign Investment in Airlines was assigned to the Air Transport Regulation Panel (ATRP) under the Air Transport Committee (ATC), while the task on building a better understanding of the benefits and challenges of liberalization and barriers to opening market access, was undertaken by the ICAO Secretariat.

• Considering that one of the conclusions of the Sixteenth Meeting of the ATRP was that there is a need to examine whether there is enough justification to recommend to the Air Transport Committee the development of a specific international agreement to facilitate further liberalization of air cargo services, the Organization would examine whether there is enough justification for this task to be pursued.

• Economic regulation on international operations of unmanned aircraft: The increasing use of unmanned aircraft across borders has become an emerging issue, which has drawn the Organization’s interest, especially the need to examine whether economic guidance would be required for such operations in the nearest future.

• The Panel decided to establish a Working Group to examine whether there is enough justification to recommend to the ATC to consider the development of a specific international agreement to facilitate further liberalization of air cargo services.

• This paper reports on the progress of the work by the ATRP and the ICAO Secretariat, and presents the Organization’s plan for future work in the area of the economic regulation of international air transport.

• The issue was discussed at the last meeting of the ATRP and many members expressed support for advancing this task, bearing in mind that operations of unmanned aircraft in commercial international air transport is still relatively new and technical regulations on its operations are yet to be fully developed.

• Economic regulation on international operations of unmanned aircraft: Considering the fact that economic guidance may be required for international operations of unmanned aircraft in the nearest future, the Organization would undertake the task of conducting in-depth assessments and analysis on whether there is a need to develop guidance material on economic regulation for international operations of unmanned aircraft and share information and best practices on economic regulatory issues on unmanned aircraft amongst Member States.

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• Given the high uncertainties surrounding the recovery, post-COVID-19 LTF was structured with three indicative scenarios, i.e. mid, high and low, as described in Appendix C. In updating the passenger LTF, while the coefficients of variables in the pre-COVID-19 LTF model remain unchanged, the latest socio-economic projections were applied to reflect the COVID-19 related changes in real gross domestic product (GDP) and population.

• The freight LTF was also recalculated in the similar manner to the passenger LTF, using the pre-COVID-19 LTF model with updated economic projections and taking into account the scale of the 2020 downturn and short-term recovery based on inputs from the MDWG-LTF and information from IATA.

• Given the ever-changing market conditions and high traffic volatility during the recovery phase, it is imperative that Member States and aviation stakeholders can access updated forecasts to meet their post-pandemic planning and implementation needs.

• Because of the significant impact of the COVID-19 pandemic, further update was made in early 2021 to account for both the estimated traffic decline and recovery paths during the pandemic years as well as the impact on long-term projection (hereinafter referred to as post-COVID-19 LTF).

• As described in the ICAO Business Plan 2023-2025, the focus and priority of future work in the area of forecasts and planning (a part of Output DEV 4 – Enhanced capabilities of States to maximize the utility of aviation data/statistics and long-term traffic forecasts) will be placed on: a) maximizing the utility of the LTF through the biannual updates at granular level and their customization according to the needs and, and b) continuous refinement of the econometric methodologies and data set by working with the MDWG-LTF under ADAP.

• Since the development of the ICAO single set of long-term traffic forecasts (LTF) in 2016, the Secretariat has been regularly updating the forecasts in accordance with Assembly Resolution A40-9 (Appendix E), through working with the Multi-disciplinary Working Group on Long-term Traffic Forecasts (MDWG-LTF)1 under the Aviation Data and Analysis Panel (ADAP).

• In addition, short-term impacts of the pandemic on air traffic and possible recovery paths were accounted for by introducing adjustment factors that align the mid scenario with the assumptions used for the forecasts of the International Air Transport Association (IATA).

• The predicted values of RPKs and FTKs were used to compute the Compound Annual Growth Rate (CAGR) of passenger and freight traffic for a 10-year (2018-2028), 20-year (2018-2038), 30-year (2018-2048), and 32-year (2018- 2050) period.

• As a follow up to A40-9, and in response to the request of the Committee on Aviation Environmental Protection (CAEP), it was updated in early 2020, using year 2018 as a baseline and extending the forecast period to 2050 (hereinafter referred to as pre-COVID-19 LTF).

• Results of freight LTF are presented in Appendix E. The first table provides a comparison of global FTK CAGRs between the pre-COVID-19 LTF (2018 baseline) and three post-COVID-19 scenarios.

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• In accordance with the ICAO Business Plan 2023–2025 Operating Plan Output DEV 5 – Enhanced skills of States to implement and manage aviation-related big data solutions and take stock of innovations in support of data driven policies, the focus and priority of future work of the ICAO Statistics Programme and big data analytics will be placed on: collecting new and additional data through the ICAO Statistics Programme including the Air Transport Reporting Forms and surveys, continuously enhancing the Organization’s capacity and capability in processing and analyzing big data and conducting analysis on emerging issues of global importance jointly with States, UN agencies and other international organizations, and disseminating and sharing aviation big data dashboards and analysis with Member States, thus serving Member States and aviation stakeholders in their recovery, planning and implementation needs.

• ICAO will continue to provide aviation-related big data solutions, algorithm based technologies including artificial intelligence and machine learning to provide data visualizations, identify trends, make predictions, and conduct related big data analysis to assist States in their recovery, planning and implementation efforts.

• The ADS-B data was also provided to the Environment Branch of ICAO for developing a process to fulfil the requirement on Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) by filling data gap using ADS-B data in combination with other datasets and environmental tools.

• During ADAP/3, the Panel discussed the possibility to monitor connectivity of international passengers in real time during times of public-health emergencies, using the potential of big data, particularly the Central Reservation Systems (CRS) and Passenger Name Record (PNR) data.

• The cloud computing architecture allows for cross referencing and combining official data with big data sources, making it a powerful repository of information for States, international organizations and other stakeholders.

• ICAO worked with the United Nations Global Big Data Group to develop business intelligence dashboards for data driven decision making.

• At the Third Meeting of the Aviation Data and Analysis Panel (ADAP/3) held in June 2021, several recommendations were made on ICAO’s statistical activities, including: a) the collection of data on cybersecurity incidents, b) the survey on the licensed aviation personnel by gender, and c) the statistical definition of non-scheduled all-cargo traffic.

• Efforts were also made to ensure the harmonization of aviation data and statistics from different sources to facilitate the provision of accurate, reliable and consistent data required for informed decision-making by States.

• The ICAO Business Plan 2023-2025 identified the role of big data analytics in leveraging and unlocking the potential value of such data to improve safety and operational efficiency of aviation, allowing States and the industry to make more informed decisions and policymaking.

• Regarding the COMTRADE and E-com data, ICAO and the UPU, under the Memorandum of Understanding between the Organizations, have commenced using these big data sources and the ADS-B data to conduct a joint project on Analyzing International Logistics Constraints for E-commerce.

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• Taking into account the aforementioned recommendations and in accordance with the ICAO Business Plan 2023-2025, Output DEV 3 – Enhanced capabilities of States to use aviation as an effective means to achieve economic development, the future work on the Aviation Satellite Account will focus on the following: finalizing the draft ASA methodological framework document by incorporating a new chapter to provide flexibility for States to capture the economic contribution of aircraft manufacturing, in coordinating with the UNSD, raising the awareness of the ASA and promoting its application by States, including national statistical offices, central banks, transport authorities and other ministries in charge of related portfolios such as finance, economic planning and trade, and providing assistance for States in the application of the ICAO ASA methodological framework for measuring the economic contribution of aviation.

• The results revealed that: obtaining detailed data on aircraft manufacturing for civil aviation is difficult due to the constraint of data availability, b) the assessment of its value added can be complicated and will entail estimation using data from various government and private sources, c) the underlining data in national accounts does not distinguish the civilian and non-civilian production, and d) the impact of the inclusion of the value added of aircraft manufacturing in civil aviation industry’s contribution to national GDP will vary by States depending on the weight of such production in the State.

• Considering the divergent views expressed and the different use of the ASA by States, the Division agreed that the ASA methodological framework should provide flexibility for States to capture the economic contribution of aircraft manufacturing according to their needs while maintaining the core framework focusing on services.

• The preliminary draft “Aviation Satellite Account” (ASA) methodological framework presented to the A40 aims to provide guidance on compiling a satellite account for measuring the direct economic contribution of aviation to national economy, in line with the System of National Accounts, 2008 (2008 SNA)1 adopted by the UN – an internationally-agreed statistical framework that provides a comprehensive, consistent and flexible set of macroeconomic accounts for policy-making, analysis and research purposes.

• Recognizing that there has been no internationally-agreed standard on measuring the economic contribution of aviation to national economy, the 39th Session of the Assembly requested “the Council to instruct the Secretary General to develop a methodological framework for the economic measurement of aviation activity, including aviation’s contribution to GDP, the number of jobs created by aviation, aviation consumption, and the impact of aviation on balance of payments” (A39-15 refers).

• To address the above comments, a series of exercises were carried out to validate and verify the draft ASA methodological framework by using data from States where both officially published study on economic contribution of aviation and national economic accounts are available.

• In this regard, the Division recommended the following: a) the current scope of civil aviation in the draft ASA methodological framework should be maintained without the inclusion of aircraft manufacturing, b) an additional chapter in the ASA methodological framework document should be developed to capture the economic contribution of aircraft manufacturing, and c) the EAG-ASA should undertake the task listed in b) and continue its work to finalize the ASA methodological framework document (Report of STA/11 refers).

• The ASA will enable States to make data-driven policy-making and evaluation for aviation development planning that is linked with national and/or regional development frameworks and strategies.

• During the A40, a view was expressed at the Economic Commission that the accuracy of the estimated result of direct economic impacts should be validated by vetting the framework with stakeholder experts using aviation specific data to measure the economic impact of aviation in States where such data is available.

• There were also concerns that the inclusion of aircraft manufacturing may result in larger economic contribution of aviation than all modes of transportation as a whole.

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• The revised consolidated statement maintains the same structure as Resolution A40-9, i.e. consisting of the introduction section and five appendices, as the following: - Introduction - Appendix A – Economic regulation of international air transport - Appendix B – Taxation - Appendix C – Airports and air navigation services - Appendix D – Aviation data and statistics - Appendix E – Forecasting, planning and economic analyses The proposed changes, substantive and editorial, aim to a) improve the presentation, remove clauses that have become outdated or redundant, or actions that have been completed, and introduce new clauses to reflect developments or decisions taken since the last Assembly.

• Resolution A40-9, Consolidated statement of continuing ICAO policies in the air transport field, requires that the Council of ICAO keeps this statement under review and advise the Assembly when changes are required.

• Major amendments reflect the Council’s consideration on the progress made on economic regulation of international air transport (A41-WP/13-EC/3), the developments regarding the economic aspects of airports and air navigation services (A41-WP/12-EC/2), and the updates on the big data analytics, long-term forecasts and aviation satellite account (A41-WP/15-EC/5, A41-WP/14-EC/4 and A41-WP/16-EC/6).

• In addition, the impact of the COVID-19 pandemic and the actions required in relevant areas have been incorporated in the respective appendices.

• Accordingly, a substantive review of Resolution A40-9 has been undertaken and a revised version of the resolution is presented in the Appendix.

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• Doc 10140, Assembly Resolutions in Force (as of 4 October 2019) Doc 9303, Machine Readable Travel Documents A41-WP/9, Developments pertaining to the ICAO Public Key Directory (PKD) A41/WP/19, Developments pertaining to Annex 9 — Facilitation A41-WP/10, Developments pertaining to the ICAO Traveller Identification Programme (ICAO TRIP) Strategy

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• To assist Member States in implementing Annex 9 health-related provisions, ICAO inter alia, convened weekly technical meetings with relevant international organizations, industry and other stakeholders, to facilitate coordination, harmonization of implementation efforts, identify challenges experienced by States, and to effectively provide guidance to aviation authorities, airlines, and airports on appropriate measures aimed to protect the health of the travelling public and reduce the risk of transmission.

• The Task Force presented proposals for new and revised health-related SARPs to the Twelfth Meeting of the Facilitation Panel (FALP/12), while it continues its mandate to, inter alia, develop associated guidance material and streamline the placement of all new and revised health-related SARPs, and the placement of existing SARPs in a new Chapter 10 on Health-related Provisions to Annex 9 — Facilitation.

• The FAL Programme’s work on Annex 9 for the next triennium addresses five core areas – streamlining of Annex 9 SARPs, monitoring States’ level of implementation of Annex 9 SARPs, assistance to Member States, responses to new and emerging issues including public health emergencies, and innovation in technologies impacting existing SARPs.

• A Public Health COVID-19 Self Declaration Form for use by States to collect information regarding health status from passengers arriving at their ports of entry has been developed in close consultations with health experts from the World Health Organization (WHO) and Collaborative Arrangement for the Prevention and Management of Public Health Events in Civil Aviation (CAPSCA) experts, to facilitate global harmonization.

• The priorities include, inter alia, assistance to Member States through training, guidance material, regional implementation seminars, assistance projects to build capacity and enhance implementation of Annex 9 provisions, continuous engagement with advances in technologies and providing appropriate responses to new and emerging issues in the field of facilitation, design of appropriate auditing framework for the implementation of Annex 9 health-related SARPs, and the development of a mechanism to facilitate national facilitation oversight system.

• The Task Force’s mandate include inter alia, the review of all the health-related Annex 9 SARPs and the development of proposals for new and/or revised Annex 9 provisions, and associated guidance material.

• Throughout the pandemic, notably during the early phase, the Facilitation Section was very active in efforts to minimize the pandemic’s impact on the civil aviation sector, the travelling public, and to stimulate the restart, recovery and resilience of the sector, including through providing significant contributions to the ICAO Council Aviation Recovery Task Force (CART) and its Take-off Guidance Document.

• The ICAO Working Group on Human Trafficking developed a Comprehensive Strategy for Combating Human Trafficking in the Aviation Sector, to equip States, civil aviation authorities and organizations, aircraft operators, and airports with guidance and recommendations to inform their development of comprehensive counter-trafficking strategies in line with ICAO Assembly Resolution A40-16, Consolidated statement of continuing ICAO policies related to facilitation.

• The 40th Session of the ICAO Assembly endorsed the Annex 9-related priorities for the 2020-2022 triennium under two categories - “working better with what we have”, the Programme’s priorities undertake a consolidation of its work, examine issues relating to non-compliance with the Annex 9 ― Facilitation SARPs, and the development of strategies to assist States in implementing the provisions of Annex 9.

• To address this need, assist States build capacity, and enhance implementation of Annex 9 provisions, ICAO developed three training courses entitled Annex 9 — Facilitation, ICAO Traveller Identification Programme (TRIP) Strategy, and Assistance to Aircraft Accident Victims and their Families, for delivery in both virtual and classroom formats.

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• The Conference also considered the need to effectively monitor the implementation of the new and/or revised health-related provisions of Annex 9 and the continuing need for financial and in-kind contributions to supplement ICAO Regular Budget funds in order to raise awareness of the importance of Facilitation during times of public health crisis.

• The ICAO Council during the Eleventh Meeting of its 225th Session reviewed the HLCC 2021 Facilitation Stream recommendations and agreed to the inclusion of the 17 recommendations addressed to ICAO (Appendix B, refers) in the Organization’s business plan of work for the triennium 2023 to 2025, taking into account the priorities assigned with the understanding that this prioritization would be taken into account in the context of the ICAO Business Plan for the next triennium 2023-2025.

• To foster implementation of the HLCC 2021 Facilitation Stream recommendations addressed to Member States, a draft Assembly Resolution on air transport facilitation, affirming global commitment to enable the safe and efficient recovery of aviation from the COVID-19 pandemic, and to make aviation more resilient in the future is being proposed in Appendix C. To the extent feasible, work on implementing the Facilitation Stream recommendations has already begun.

• Appendix B proposes a high-level prioritization regarding the inclusion in ICAO’s 2023–2025 Business Plan of work items arising from the 17 HLCC 2021 Facilitation Stream recommendations to ICAO with the understanding that this prioritization would be taken into account in the context of the ICAO Business Plan for the next triennium 2023-2025.

• In order to ensure the enhancement and sustainability of ICAO’s facilitation initiatives in the context of the demonstrated economic importance of such activities in times of volatility, and the increasing importance of public health-related matters within facilitation, there is also a critical need to address the impact on the ICAO Regular Budget.

• In line with the Ministerial Declaration that stresses the importance of common standards, interoperability and mutual recommendation of digital applications and with HLCC Recommendation 8/1, and in order to support States in promoting and adopting a policy of mutual recognition of health proofs to facilitate the opening of borders, a Guide for Handling ICAO Visible Digital Seal for Non-Constrained Environments (VDS-NC) Health Proofs and EU-DCC1 has been approved by the Technical Advisory Group on the Traveller Identification Programme (TAG/TRIP).

• Under Agenda Item 7, Enhancing National Coordination and International Cooperation, the Conference discussed the importance of collaboration between public health authorities and aviation authorities, as well as the roles of regional Collaborative Arrangement for the Prevention and Management of Public Health Events in Civil Aviation (CAPSCA) coordinators and State focal points of the ICAO CAPSCA Programme, noting that cross-sectoral collaboration was necessary to facilitate effective air transport operations during the pandemic and beyond.

• The ICAO Council during the Eleventh Meeting of its 225th Session endorsed the HLCC 2021 FAL Stream recommendations (Appendix A, refers) and noted that additional resources, both financial and human, would be required to support the implementation of the HLCC Facilitation Stream recommendations addressed to ICAO.

• This will be key to raise awareness on the importance of Facilitation in crisis times for all the air transport stakeholders and to ensure that appropriate efforts are made to assist States in implementing the provisions of Annex 9.

• The HLCC 2021 Facilitation Stream covered a wide range of subjects under the following agenda items that resulted in 79 recommendations: Agenda item 6: Facilitation operational measures related to the COVID-19 pandemic and beyond, Agenda item 7: Enhancing National Coordination and International Cooperation, Agenda item 8: Enhancing digital data sharing to facilitate seamless and contactless processes during and beyond the COVID-19 pandemic, Agenda item 9: Future approaches to the management of sustainable health‑related facilitation measures for the passenger experience and advancing the implementation monitoring, and Agenda item 10: Other issues to be considered by the Facilitation stream.