Emer Currie (Dublin West, Fine Gael)
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192. To ask the Minister for Transport, Tourism and Sport the steps required to finalise the UAS policy framework for publication; to indicate whether he expects this document to be ready before the summer recess; and if he will make a statement on the matter. [31831/25]

Darragh O'Brien (Dublin Fingal East, Fianna Fail)
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Work on the National Policy Framework for Unmanned Aircraft Systems is well advanced. Many of the issues addressed by the Policy Framework fall directly within the remit of the Department of Transport, while other issues will cross-over into areas of responsibility of other Government Departments and agencies. Given its cross-sectoral nature, the Policy Framework will be subject to government approval and I plan to submit it to cabinet in the near future.

Emer Currie (Dublin West, Fine Gael)
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193. To ask the Minister for Transport, Tourism and Sport to clarify who holds responsibility for managing UAS activity in areas where multiple operators are providing delivery services under the specific category; and if he will make a statement on the matter. [31832/25]

Darragh O'Brien (Dublin Fingal East, Fianna Fail)
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The EU regulatory framework for civil unmanned aircraft systems (UAS), established through Commission Implementing Regulation (EU) 2019/947 on the procedures and rules for the operation of unmanned aircraft and Commission Delegated Regulation (EU) 2019/945 on unmanned aircraft and on third country operators of unmanned aircraft systems, is directly applicable in Ireland. The EU UAS regulations are implemented and overseen by the Irish Aviation Authority (IAA) under its remit as the national civil aviation regulator.

Regulation (EU) 2019/947 details the process to allow UAS to operate within the European Union. The oversight and regulation of UAS operations is risk-based. This means that the more complex the operation, the more restrictions and safety mitigations are required, to ensure the safety of the public.

UAS delivery operations fall into a medium risk, ‘specific’ category, which requires an explicit authorisation from the IAA. This type of authorisation is recognised in all European Union Member States. To obtain an operational authorisation, an operator must provide a comprehensive safety portfolio which includes assessing and addressing both ground and air risks with appropriate mitigations. These might include, for example, coordination with Air Traffic Control and the fitting the UAS with a parachute and flight termination system.

In certain areas, such as those with an expected large number of simultaneous operations of UAS or areas where UAS operate alongside manned aircraft, the safe, secure and efficient integration of UAS in the airspace necessitates the introduction of additional specific rules and procedures for their operations.

Regulation (EU) 2019/947 provides for the establishment of “UAS geographical zones”. UAS geographical zones are portions of airspace where drone operations are facilitated, restricted, or excluded. The IAA has established UAS geographical zones to address safety and security risks, imposing specific conditions for certain or all UAS operations or allowing access only to UAS equipped with certain technical features.

As the numbers of UAS entering the airspace and increased complexity of operations of UAS beyond visual line of sight (BVLOS) rises it may necessitate the designation of certain UAS geographical zones as ‘U-space airspace’. The concept of U-space emerged to support commercial operations with UAS, especially those entailing greater complexity and automation, to provide for the safe integration of a number of proximate UAS flights in a volume of airspace.

The access by UAS operators to such U-space airspace would be conditional on the use of certain services (‘U-space services’) that allow the safe management of a large number of UAS operations. Regulation (EU) 2021/664 outlines the service providers and services required to establish U-space. At a minimum these must include network identification, traffic management, flight authorisation and geo-awareness. U-space full services are not envisaged until 2030. The implementation of U-space will require the adoption of high-level strategic decisions and possible regulatory developments, as well as close collaboration, cooperation, and coordination with relevant State entities and the UAS sector itself.

My department and the IAA are initiating a programme of work to identify the requirements, timeline, and costs of a U-space delivery programme.