Environment - Poland – PRB Annual Monitoring Report

Environment - Poland

PRB monitoring

Poland registered a KEA performance of 4.71% compared to its target of 4.51% and contributed negatively towards achieving the Union-wide target. The NSA states that the main reason for not meeting the target is due to Russia’s war of aggression against Ukraine, an increase in drone and balloon incursions in Polish airspace, weather and airspace users' decisions.
KEP deteriorated and KES deteriorated marginally in comparison with 2024, and the levels are still significantly worse compared to previous years.
VFE of the actual trajectory was at 74.75%, which was worse than the average Union-wide performance.
The average time in level flight during descent deteriorated and during climb improved compared to 2024.
Additional taxi-out time was 3.15 min/flight which deteriorated marginally compared to 3.0 min/flight in 2024, and additional taxi-in time was 1.36 min/flight which also deteriorated marginally compared to 1.30 min/flight in 2024.
Additional time in the arrival sequencing and metering area deteriorated marginally to 2.98 min/flight.

En route performance

Horizontal flight efficiency of the actual trajectory (KEA) (KPI#1), of the last filed flight plan (KEP) (PI#1), shortest constrained route (KES) (PI#2) and vertical flight efficiency of the actual trajectory (VFE) (PI#3)

Focus on en route performance

KEA

Poland saw a deterioration with respect to 2024, both in terms of KEA and of the KEA corrected for the influence of the war in Ukraine. The values of KEA were 4.49% in 2024 and 4.71% for 2025; those of the corrected KEA were 2.12% in 2024 and 2.21% in 2025. For 2025, those values place Poland as 25^th in terms of KEA and 18^th in terms of corrected KEA.

In terms of contribution to the overall additional distance in the SES area, Poland is the 6^th highest (23^rd) with 4.49%.

Regarding the assessment of the achieved level of actual performance in the environment KPA, the NSA reports: “The 2025 target, based on reference value calculated in 2024 by EC/PRB for Poland, was not met. This situation resulted from external circumstances beyond control of both ANSP (PANSA) and NSA (CAA Poland). Similarly to the 2022–2024 period, the geopolitical situation had the strongest impact on the 2025 results.The HFE indicator remained at a very high level in 2025. Although the targets set for RP4 took into account the effects of the war in Ukraine, the KEA indicator exceeded the 2025 target from February onwards. Between June and August the KEA indicator decreased; however the situation from September 2025 onwards, related to drone and repeated balloon incursions into Polish airspace, and in consequence even more intensified military activity, resulted in a renewed increase in the indicator. Additionally, violations of Polish airspace by Russian drones necessitated the establishment of further zones restricting civil aviation operations. At the same time, military activity related to border defense during attacks on Ukraine is further restricting civilian traffic, and thus reducing efficiency. As a consequence, the target set for 2025 was not met. Furthermore, the increased traffic (a higher number of movements than assumed in RP4 PP) might have also resulted in an increase in the number of ineffective movements, which determined the deviation of actual results from the target. Other factors affecting the KEA indicator for Poland in 2025 were similar to those observed in the preceding years and included airspace users' preference for certain routes that differred from the shortest available route, weather conditions (e.g. storms, particularly during the summer season) or restricted airspace (also beyond Poland's borders).

It needs to be underlined that for the traffic flows affected by the above factors the trajectory offered by PANSA inside Poland is as short as possible, while the additional distance mostly comes from the overall trajectory inefficiency (so called inter-connectivity component, as visible in EUROCONTROL annual Performance Review Reports – Figure 5–20 in Performance Review Report 2025). What also needs to be borne in mind is the significant increase in military activity along Polish eastern border. Although PANSA – in close cooperation with the military (including the Polish Armed Forces and NATO) as well as with partners from ANSPs from neighboring States – implements actions aimed at minimising the negative impact of the geopolitical situation on civil aviation, it should not be overlooked that Poland is a frontline state and the impact of the developments outside the SES/EUROCONTROL area is specifically significant in Polish airspace.

In the near future, given the current geopolitical situation and the continued traffic increase (which, according to the latest STATFOR forecast, is expected to exceed the assumptions adopted for RP4 PP), achievement of the targets set in RP4 PP regarding the KEA indicator seems to be really ambitious.

The evolution of KEA in the Polish airspace over RP3 and 2025 proves that this indicator is not suitable for measuring ANSPs’ contribution to the environmental performance.”

Regarding the implementation of major operational or structural changes during the calendar year impacting performance in this key performance area, the NSA reports: “For information on measures implemented before 2025, please refer to the respective Annual Monitoring Reports.

During 2025 PANSA continued implementing improvements aimed at providing airspace users with the shortest possible routes, in line with the provisions of ERNIP and adopted RP4 Performance Plan for Poland.

Main actions undertaken in 2025 to improve the environmental performance:

• Optimisation of FRA airspace and cross-border FRA operations by reviewing current RAD restrictions (limiting the plannability availability) for the LOW and MID ACC sectors. This resulted in updated definitions of most of the analysed restrictions (easing flow restriction conditions), freeing up some flows, and withdrawing selected restrictions.

• Implementation of the Dynamic RAD (Route Availability Document) functionality managed via own ASM support system (CAT – implementation of CAT system update) connected via B2B to NM, enabling improved horizontal and/or vertical flight efficiency.

• Implementation of new coordination procedures between AMC Poland and FMP Warszawa to support flexible use of airspace, for example, enabling management of so-called Dynamic RAD via AUP.

The above actions resulted in increased availability of more direct routings within Baltic FRA for airspace users.

Tools for automatic exchange of information regarding activities in military zones and ASM support systems have also been developed to optimise the process of releasing military zones for civilian traffic. Web-based tools were implemented in the CAT system to streamline the process of requesting, negotiating, and activating/deactivating zones. Changes to the TRA/TSA zones for the military are subject to ongoing negotiations based on the needs of both parties.

In addition, an agreement was reached with UAC Karlsruhe on the possibility of using the FARCU point for planning overflights in the Polish and German FRA, which allowed for shortening the planned routes – previously, the point was only available for flights to EPSC.

In 2025 PANSA also worked on the operational use of the three-layer airspace split across all sectors of Polish airspace, with full implementation planned for 2026 (the implementation of the three-layer airspace split for all sectors took place in 2025, and the operational use for JR sectors took place in 2023). The vertical split of the FIR Warszawa is intended to reduce the risk of negative impacts from potential congestion in ACC sectors – introduced earlier than assumed in ERNIP 2024.”

Regarding progress on the implementation of the measures committed to in the ERNIP, the NSA reports: “Please refer to the information above. Other initiatives foreseen in ERNIP and not mentioned above include:

• Cross-border FRA with Sweden (DK-SE FAB) – due to the limitations of Norwegian ATM system currently limited only to traffic departing/arriving from/to Danish and Swedish airports. Implemented in November 2024, resulting in shortening plannable routes for all flights to/from Denmark and Sweden in south direction.

• New DEP/ARR points for EPWR on EPWW – LKAA border: start of development phase in 2025, planned for implementation in 2027. New TMA entry/exit gates will significantly shorten planned routing for EPWR departures and arrivals in south direction via LKAA airspace.

• Lower airspace re-organisation – planned for 2028, in 2025 start of RTS preparation.

• FRA in TMAs (Warszawa TMA, Gdańsk TMA and Kraków TMA) – implementation date postponed due to reprioritisation, currently planned for 2027.

• Cross-border FRA operations with Germany – planned for 2029.

• Cross-border FRA operations with Ukraine – project suspended due to the geopolitical situation.

Following approval from the Inspector General of the Polish Air Force, work has started on the implementation of the iOAT flight planning, which is expected to enhance Network Manager traffic planning. The implementation is planned for 2026.”

Regarding the identification and analysis by the NSA of the underlying reasons or circumstances having led to the performance target not being achieved, the NSA reports: “As mentioned above the non-achievement of the target set for 2025 was caused mainly by external factors: the geopolitical situation, violations of the Polish airspace, intensified military activity, airspace closures, weather conditions and airspace users' decisions, all of which are beyond the control of the ANSP and the NSA. Since the target set for 2025 (and RP4 generally) takes into account the impact of the war in Ukraine on the feasibility of achieving the HFE indicator's value, the margin of non-achievement in 2025 was significantly smaller than in the previous years, even though the final HFE value recorded was higher.”

Regarding recommendations to the ANSP to rectify the situation, the NSA reports: “Taking into account the circumstances and reasons described above, it must be borne in mind that the influence of PANSA and the Polish CAA on the KEA indicator is limited. The NSA recommends the timely implementation of the measures foreseen and dependent on the ANSP. Further recommendations can be issued once the war in Ukraine ends and the resulting geopolitical situation resolves.”

Regarding remedial measures that have been / will be taken by the ANSP to rectify the situation, the NSA reports: “As the deviation from the target resulted from factors beyond the control of PANSA, this situation cannot be rectified by measures taken by PANSA.

Although the target set for RP4 takes into account the geopolitical situation, including the effects of the war in Ukraine, the KEA indicator performance exceeded the 2025 target from February onwards. Consequently, the target set for 2025 was not achieved. Nevertheless, as stated above, PANSA continues to implement the measures foreseen in ERNIP and the adopted RP4 Performance Plan.”

Regarding the follow up of the remedial measures indicated in the previous monitoring report(s), the NSA reports: “Previous monitoring reports did not identify any remedial measures. As indicated in the Annual Monitoring Reports for 2022, 2023 and 2024, following the outbreak of the war, PANSA implemented solutions aimed at minimising the negative impact of the outbreak of the war on ENV performance, especially in the south-eastern part of the Polish airspace. These measures include: level change of military areas, RAD and PTR to change EPRZ traffic profiles, new sector configurations in JR part since 17.06.2022, coordination with LZBB to unblock PODAN and KEFIR border points (above FL315), implementation of the 3rd layer of ACC Warszawa in sectors JR since 20.04.2023. In mid-2023 lifting some of flight planning restrictions by shifting more responsibility to ACC ATCOs to handle routings and MIL areas collisions tactically in order to ease flight planning process for airspace users. Further improvements were also implemented during 2025, as listed above (especially further verification of RAD restrictions, DRAD implementation, improvements related to CIV-MIL coordination (including improved tools for AMC/FMP)). Nevertheless, taking into account the KEA calculation methodology and the geographical location of Poland, the potential impact of PANSA on the value of KEA is considered negligible. As long as the Ukrainian airspace is closed and traffic flows restrictions beyond Poland’s eastern border are in place, KEA value for Poland will remain high.

It should be emphasised that although the RP4 targets take into account the geopolitical situation, the increase in the KEA indicator in 2025 does not result from actions of PANSA and is not related to the airspace structure or capacity in the FIR Warszawa. These are still external factors, outside PANSA's control, that impact the indicator's values.

In the near future there is no possibility to improve the KEA indicator in FIR Warszawa without eliminating the above mentioned external, geopolitical factors that directly, negatively impact the indicator’s value.

There is a risk that – despite all measures foreseen in the RP4 Performance Plan – the KEA target will not be met in the remaining RP4 years. Particularly as long as the military conflict in Ukraine continues, the impact of sanctions affecting the traffic flows persists, and Ukrainian, Belarusian and Russian airspace is not unconditionally open for all GAT flights with similar reopening of EU airspace for Russian and Belarusian airspace users and the increased military presence of NATO in the Polish airspace is visible.

The evolution of KEA in the Polish airspace over RP3 and 2025 proves that this indicator is not suitable for measuring ANSPs’ contribution to the environmental performance.

Measures to support the environmental area in RP4 have been listed above and in the RP4 PP for Poland.”

KEP

Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “For information on measures implemented before 2025, please refer to the respective Annual Monitoring Reports.

In 2025, in order to support the minimisation of the KEP indicator, effective civil-military cooperation was maintained, particularly considering tactical operations resulting from activity related to the war in Ukraine. Implementation of the Dynamic RAD (Route Availability Document) tool took place, enabling usage of EPWW level capping restrictions only to minimum required level, thus allowing airspace users to plan more efficient cruising flight levels for certain traffic flows.

Furthermore, preparations were underway for the implementation (completed in July 2025) and operational use of a three-layer airspace split in all sectors of the Polish airspace. The vertical split of the FIR Warszawa is expected to reduce the risk of negative impact of possible congestion in ACC sectors on KEP.

In RP4 further development of the FRA is planned as part of cross-border FRA operations with Germany and petentially – should the war end – with Ukraine.

Similarly, as KEA, KEP indicator is also impacted by the geopolitical factors, beyond control of PANSA. As indicated in chapter 2.2.1.(a) of this Report, HFE indicators are expected to remain high during the subsequent years due to the military conflict in Ukraine and related sanctions.

The NSA receives the list of planned changes to the ATM functional system on a regular basis. Once a change is notified the relevant monitoring activities are implemented.”

KES

In 2025, in order to support the minimisation of the KES indicator, effective civil-military cooperation was maintained, particularly taking into account tactical operations resulting from activity related to the war in Ukraine. Implementation of the Dynamic RAD (Route Availability Document) tool took place, enabling usage of EPWW level capping restrictions only to minimum required level thus allowing airspace users to plan more efficient cruising flight levels for certain traffic flows.

In RP4 further development of the FRA is planned as part of cross-border FRA operations with Germany and petentially – should the war end – with Ukraine.

Similarly, as KEA, KES indicator is also impacted by the geopolitical factors, beyond control of PANSA. As indicated in chapter 2.2.1.(a) of this report, HFE indicators are expected to remain high over the subsequent years due to the military conflict in Ukraine and related sanctions.

The NSA receives the list of planned changes to the ATM functional system on a regular basis. Once a change is notified the relevant monitoring activities are implemented.”

Vertical flight efficiency

Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “There is no data to compare the indicator value for 2025.

The measures implemented to improve environmental performance are presented in section 2.2.1.(a).

Other improvements planned for RP4 are listed in the RP4 Performance Plan for Poland and are periodically updated in ERNIP.”

Terminal performance

Additional taxi-out time (AXOT) (PI#4), Additional taxi-in time (AXIT) (PI#5) & Arrival Sequencing and Metering Area (ASMA) time (PI#6)

Airport	Additional taxi-out time (PI#4)					Additional ASMA time (PI#6)					Additional taxi-in time (PI#5)
Airport level
Airport	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029
Lotnisko Chopina w Warszawie	3.15	NA	NA	NA	NA	2.98	NA	NA	NA	NA	1.36	NA	NA	NA	NA

Focus on AXOT, AXIT & ASMA

AXOT

Warsaw is the only Polish airport subject to the monitoring of this indicator. The additional time in 2025 increased to 3.15 min/dep, 5% above the 2024 value – last year of RP3 – of 3.00 min/dep (using the new methodology).

The average for RP4 airports subject to monitoring of this indicator across Member States in 2025 was 3.61 min/dep.

PANSA is currently cooperating with the airport authority in the tender process, which is expected to result in the procurement of a new A-CDM for EPWA. GND planner position concept has been established and is planned to be implemented in 2027 to increase effectiveness of GND operations. Low visibility procedures are planned to be updated in 2026, which may contribute to reducing taxi times in low visibility conditions.

The NSA receives the list of planned changes in the ATM functional system on regular basis. Once a change is notified, the relevant monitoring activities are implemented.”

AXIT

Warsaw is the only Polish airport subject to the monitoring of this indicator. The additional time in 2025 was equal to 1.36 min/arr.

The average for RP4 airports subject to monitoring of this indicator across Member States in 2025 was 1.71 min/arr.

Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “GND planner position concept has been established and is planned to be implemented in 2027 to increase effectiveness of GND operations and reduce taxi times. Low visibility procedures are planned to be updated in 2026, which may contribute to reducing taxi times in low visibility conditions.

The NSA receives the list of planned changes in the ATM functional system on regular basis. Once a change is notified, the relevant monitoring activities are implemented.”

ASMA

Warsaw is the only Polish airport subject to the monitoring of this indicator. The additional time in 2025 resulted in 2.98 min/arr, 4% above the 2024 value – last year of RP3 – of 2.87 min/arr (using the new methodology).

The average for RP4 airports subject to monitoring of this indicator across Member States in 2025 was 2.98 min/arr.

In 2025 PANSA reduced radar separation minimum applicable in Warszawa TMA from 5 NM to 3 NM. This measure enables more efficient traffic flow within that airspace. Additionally, RRSM has been introduced at EPWA, alongside more efficient coordination methods between APP and TWR which aimed at reducing the additional time spent in the terminal airspace of that airport. One more initiative that was implemented is a special procedure regarding VFR Spec flights (more precisely rescue helicopters) in CTR, based on buffer zones, which minimises impact of such flights on scheduled traffic.

Furthermore, more efficient coordination procedures are being validated for APP and TWR, including reduction of the spacing on final approach.

The NSA receives the list of planned changes in the ATM functional system on regular basis. Once a change is notified, the relevant monitoring activities are implemented.”

Vertical flight efficiency of the descent (PI#7) and of the climb (PI#8)

Focus on vertical flight efficiency of the descent and of the climb

Vertical flight efficiency of the descent

Compared to the overall RP4 average value (149.2 seconds per flight), average times flown level during descent are on average 65.8 seconds per flight lower in Poland. The highest average time flown level during descent happens at Lotnisko Warszawa-Radom (EPRA) (247.2 seconds per flight), while the lowest happens at Warszawa/Modlin Airport (EPMO) (50.6 seconds per flight).

Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “Maintaining the work technologies and procedures of air traffic control services enabling the use of CDO landing techniques by aircraft crews.

RNAV procedures and airspace allowing continuous descent operations are available for all airports where PANSA provides ATS.

In 2025 TMA Kraków was redesigned in the lower part in order to optimise CDA profile for flights which arrive to EPKK on tactically shortened horizontal trajectories. Implementation of the project was completed in April 2026.

TMA Poznań reorganisation project was initiated in 2025. The project aims at optimising continued descent approach profile for EPPO arrival to RWY10.

TMA Zielona Góra reorganisation project was initiated in 2025 with the following goals:

1. Implementation of separate arrival/departure point to/from east direction with linked separated SID/STAR procedures,

2. Redesign of terminal airspace.

Implementation will enable simultaneous departures and arrivals to/from EPZG reducing the risk of holding patterns in such situation.

The NSA receives the list of planned changes to the ATM functional system on a regular basis. Once a change is notified the relevant monitoring activities are implemented.”

Vertical flight efficiency of the climb

Compared to the overall RP4 average value (34.8 seconds per flight), average times flown level during climb are on average 13.2 seconds per flight lower in Poland. The highest average time flown level during climb happens at Lotnisko Warszawa-Radom (EPRA) (51.5 seconds per flight), while the lowest happens at Lotnisko Chopina w Warszawie (EPWA) (9.2 seconds per flight).

TMA Zielona Góra reorganisation project was initiated in 2025 with the following goals:

1. Implementation of separate arrival/departure point to/from east direction with linked separated SID/STAR procedures,

2. Redesign of terminal airspace.

Implementation will enable simultaneous departures and arrivals to/from EPZG reducing the risk of holding patterns in such situation.

The NSA receives the list of planned changes to the ATM functional system on a regular basis. Once a change is notified the relevant monitoring activities are implemented.”

Airport	Avg. duration in climb (PI#8)					Avg. duration in descent (PI#7)
Airport level
Airport	2025	2026	2027	2028	2029	2025	2026	2027	2028	2029
Bydgoszcz	28.2	NA	NA	NA	NA	166.7	NA	NA	NA	NA
Gdańsk im. Lecha Wałęsy	14.4	NA	NA	NA	NA	53.5	NA	NA	NA	NA
Kraków-Balice	31.7	NA	NA	NA	NA	99.6	NA	NA	NA	NA
Katowice-Pyrzowice	50.1	NA	NA	NA	NA	106.9	NA	NA	NA	NA
Lublin	24.4	NA	NA	NA	NA	85.0	NA	NA	NA	NA
Łódź	20.0	NA	NA	NA	NA	121.4	NA	NA	NA	NA
Warszawa/Modlin	13.8	NA	NA	NA	NA	50.6	NA	NA	NA	NA
Poznań-Ławica	23.2	NA	NA	NA	NA	102.6	NA	NA	NA	NA
Lotnisko Warszawa-Radom	51.5	NA	NA	NA	NA	247.2	NA	NA	NA	NA
Rzeszów-Jasionka	43.9	NA	NA	NA	NA	172.7	NA	NA	NA	NA
Szczecin-Goleniów	25.9	NA	NA	NA	NA	110.8	NA	NA	NA	NA
Olsztyn-Mazury	45.0	NA	NA	NA	NA	133.6	NA	NA	NA	NA
Lotnisko Chopina w Warszawie	9.2	NA	NA	NA	NA	56.9	NA	NA	NA	NA
Wrocław-Strachowice	26.2	NA	NA	NA	NA	132.9	NA	NA	NA	NA
Zielona Góra-Babimost	15.8	NA	NA	NA	NA	90.2	NA	NA	NA	NA

Civil-Military dimension

Focus on Civil-Military dimension

Effective use of reserved or segregated local airspace

POLAND reports a ratio of 89%

Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “On strategic airspace management level all significant exercises and permanent areas are evaluated and analysed considering historic civil traffic flows and civil traffic predictions. The impact, depending on the scale, is consulted with the key stakeholders including neighboring states, aerodrome and aircraft operators, ATS, military, EUROCONTROL NM. The lateral and vertical limits of the published airspace elements are designated considering the actual needs of users and nature of activities. All airspace elements shall be planned only for the period necessary to perform the intended task. The user is required to precisely specify the period of activity of the selected element, as well as any temporary suspensions of activity between these periods. The locations of the activities are designed not to affect the main traffic flows, ATC routes, DCTs and FRA connectivity. Segmentation, time and level restrictions are imposed when necessary to mitigate the impact in high traffic periods of the day. If possible, class C TRA airspace is implemented to minimise the impact on civil routing. When the areas excess the defined scale they are always divided into smaller modules/segments. Each segment is designed to accommodate specific activities without the need to activate the entire area to perform specific assignments. The shape of these segments is always aligned with main civil traffic flows to minimise the horizontal flight inefficiency. Further measures include: • implementation of closer cooperation between AMC Poland and FMP Warszawa in order to minimise the negative impact of segregated areas on civil traffic as far as possible, • work on update of national aviation law to optimise the process for reserving segregated areas for military users.”

Rate of planning via available airspace structures

POLAND reports that: - The ratio of planning via available airspace structures is 30% (via available restricted and segregated airspaces) - The ratio of planning via available airspace structures is 69% (via available conditional routes – CDR)

Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “The available flight planning options are continuously updated to allow Aircraft Operators (AOs) to plan the most horizontally efficient trajectory – even when the areas are active. Except for ATS network and DCTs, the AOs have the possibility to plan in the Free Route Airspace environment (FRA). Implementation of cross-border free route airspace operations within Lithuanian and Polish airspace (BALTIC FRA) and the cross-border operations between BALTIC FRA and South East Europe FRA were completed in 1Q 2022. This measures may further enhance the planning opportunities. Second step of cross-border FRA operation between Poland, Czechia and Sweden was implemented in November 2024, further enhancing benefits for AUs. The lateral and vertical limits of the published airspace elements are defined taking into consideration the actual needs of users and nature of activities. All airspace elements shall be planned only for the period necessary to perform the intended task. The user is required to precisely specify the period of activity of the selected element, as well as any temporary suspensions of activity between these periods. Segmentation, time and level restrictions are imposed when needed to mitigate the impact in high traffic periods of the day. If possible, class C TRA airspace is implemented to minimise the impact on civil routing. Special procedures are developed including dynamic changes of level or segment and creation of new temporary routings to avoid military traffic. Further measures include: • implementation of closer cooperation between AMC Poland and FMP Warszawa in order to reduce the negative impact of segregated areas on civil traffic as far as possible, • work on update of national aviation law to optimise segregated area booking process from military users. Due to the war in Ukraine and significantly increased number of NATO flights in the Polish airspace special procedures were implemented in order to facilitate flight planning process for AUs. For some areas FUA restrictions are dynamically managed and, when possible, are not activated on given days.”

Rate of using available airspace structures

POLAND reports that: - The ratio of the use of the available airspace structures is 46% (via available restricted and segregated airspaces) - The ratio of use of the available airspace structures is 77% (via available conditional routes – CDR)

Regarding initiatives implemented or planned that will improve this PI and how does the NSA intend on monitoring their effectiveness on performance, the NSA reports: “The lateral and vertical limits of the published airspace elements are defined considering the actual needs of users and nature of activities. All airspace elements shall be planned only for the period necessary to perform the intended task. The user is required to precisely specify the period of activity of the selected element, as well as any temporary suspensions of activity between these periods. Segmentation, time and level restrictions are imposed when needed to mitigate the impact in high traffic periods of the day. If possible, class C TRA airspace is implemented to minimise the impact on civil routing. Special procedures are developed including dynamic change of level or area segment. Further measures include: • implementation of closer cooperation between AMC Poland and FMP Warszawa in order to reduce the negative impact of segregated areas on civil traffic as far as possible, • work on update of national aviation law to optimise the process for reserving segregated areas for military users.”