METIS REPORT ON GNSS SERVICES IMPLEMENTATION ROADMAP D04. Prepared by: Version: Company reference (if any) Date: 30/05/2008 Signature:

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1 D04 Reference: _2300_D-04 Number of pages: 91 File: _2300_D-04 master Classification: Public Customer: GSA Contract: GJU/06/5025-CTR/ Prepared by: TPZ Company reference (if any) Date: 30/05/2008 Signature:

2 _2300_D-04 2 of 91 Summary Sheet Contract Number: Project Title: Deliverable Type: Deliverable Number: Title of Deliverable: GJU/06/5025-CTR/ Report D04 Report on GNSS Services Implementation Roadmap WP related to the Deliverable: WP 2300 Emitting Company: Partner(s) Contributing: Abstract: TPZ Activity A team This document is the GNSS Regional Plan identifying a roadmap for MEDA GNSS Service implementation in next 5-10 years. It establishes common interests and shared objectives in favour of the GNSS services market development in the MEDA region. Keywords: Project WEB site address: Project Coordinator: GNSS Regional Plan MEDA Application Domains - Opportunities key issues Priorities - Policy framework Roadmap Actions Steps - Plan Antonella Di Fazio Telespazio S.p.A. 965 via Tiburtina Rome - Italy Tel: Fax: FaxMail: Antonella.difazio@telespazio.com

3 _2300_D-04 3 of 91 Distribution List Company Quantity European GNSS Supervisory Authority 3 Telespazio 1 Al Akhawayn University 1 Thales Alenia Space 1 ESSP 1 AIN 1 ONDA 1 FDC 1

4 _2300_D-04 4 of 91 Table of Contents 1 INTRODUCTION Scope and Purpose of the Document Applicability Document Overview List of References Applicable Documents Reference Documents Abbreviations GNSS REGIONAL PLAN Overview Assumptions Methodology GNSS Regional Plan elaboration concepts MEDA actors involvement ONDA and AIN Contribution to the work Inputs Note to readers Terminology ANALYSIS OF THE INPUTS Background Key elements from Transport Policies MEDA area socio-economic indicators The EUROMED Transport Project and The Blue Paper The Marrakech Conference (MC): 2010 Action Plan Civil Aviation MEDA countries in civil aviation institutions ICAO Strategies The Arab Civil Aviation Commission (ACAC) Bilateral agreements of interest The EU strategy Maritime Considerations about applications as input to the plan Analysis of existing plans having impact on MEDA Region...40

5 _2300_D-04 5 of Freight Transport Maritime Freight Analysis of existing plans having impact on MEDA Region Other Application Domains Rail Land Applications Road Public safety-security applications ALGERIA EGYPT ISRAEL JORDAN LEBANON MOROCCO PALESTINIAN AUTHORITY SYRIA TUNISIA TURKEY MEDA GNSS SUBREGIONAL PLANS Contexts Civil Aviation Land Transport Maghreb, Mashrek and Turkey Multimodal Corridors Motorways of the sea COMESA Subregional initiative UN-ESCWA Subregional Initiative European Neighbourhood and Partnership Instrument (ENPI) ( ) Objective Funding scheme Adjacent Regions The UAE GNSS solution for road traffic and safety Arabic GPS system for mobile devices...84

6 _2300_D-04 6 of Location-Based Services Definition of EGNOS Extension to ACAC THE RESULT OF THE CLASSIFICATION AND PRIORITISATION: THE KEY AND PRIORITY APPLICATION DOMAINS/APPLICATIONS WAY FORWARD...90 List of Tables Table 1 Applicable Documents...10 Table 2 Reference Documents...11 Table 3 GNSS available technologies in the considered time-frame...28 Table 4 MEDA Countries in Civil Aviation institutional environment...29 Table 5 Tasks GNSS related and Global Plan Initiatives...32 Table 6 MID GNSS Strategy...33 Table 7 AFI GNSS Strategy up to Table 8 SESAR Navigation Baseline Strategy...38 Table 9 EUROCONTROL Navigation Strategy for ECAC: Application and Infrastructure...39 Table 10 Current requirements for general navigation...41 Table 11 Future requirements for general navigation...42 List of Figures Figure 1 GNSS Regional Plan elaboration concepts...18 Figure 2 GNSS Regional Plan structure...22 Figure 3 MEDA Area Main Socio-Economic Indicators (2004)...25 Figure 4 Summary of Maritime safety market status in MEDA...44 Figure 5 MEDA Region growth forecast tonnage traffic trends...46 Figure 6 MEDA Region present and forecast tonnage traffic volume...47 Figure 7 GAFTA Members...49 Figure 8 High Level Group 5 transnational axes...50 Figure 9 Euro-Mediterranean Corridors (road, ports and airports)...52 Figure 10 Euro-Mediterranean Corridors (rail, ports and airports)...53 Figure 11 AEFMP Airspace...74 Figure 12 BLUE MED related area...75 Figure 13 Trade Flow From Europe to sub-regional areas (2003)...77

7 _2300_D-04 7 of 91 Figure 14 MEDA Ten-T proposed corridors...78 Figure 15 COMESA Member States...81 Figure 16 ESCWA Members...82 Figure 17 GNSS Key application domains / applications in the MEDA Region...88 Figure 18 Priority application domains / applications in the MEDA Region...89

8 _2300_D-04 8 of 91 Change Records Issue Date Change Log Author(s) V Creation Intelligent Table of Content Antonella Di Fazio & WP2300 Team V V V V First iteration to be presented to the first workshop Implementation of GSA comments received during MTR Implementation of answers gathered form questionnaire and list of key markets/applications per country Updating due to work progresses and list of key applications Document reviewed - introductory parts List of priority applications List of source of information TPZ & Activity A Team TPZ & ESSP TPZ & ESSP TPZ & ESSP TPZ

9 _2300_D-04 9 of 91 1 INTRODUCTION 1.1 SCOPE AND PURPOSE OF THE DOCUMENT (MEdiTerranean Introduction of GNSS Services) is a project, launched by the European GNSS Supervisory Authority in the framework of the Euro-MED GNSS I Programme, to pave the way for GNSS (Global navigation Satellite Systems) services in the Mediterranean region. In two years, implements a Regional Plan for the introduction of Satellite Navigation services in the MEDA area. It proposes a Euro-Med policy to facilitate the introduction of EGNOS towards GALILEO in the region. To support the Plan, runs demonstrations for validating EGNOS use and benefits in various application domains: Civil Aviation, Maritime, Freight Transport, Rail, Road, Land, Personal and In-car mobility. This document is part of the GNSS Regional Plan prepared by. It establishes common interests and shared objectives for a GNSS Mediterranean policy, initially through EGNOS, to ease the introduction of the full Galileo Services: In the ten MEDA regions For the above mentioned user domains In the next 5-10 years ( ). GNSS Regional Plan consists of four documents: D04 "Report on GNSS Services Implementation roadmap" (output of WP2300) D05 "Action Plan to address the identified Enablers in each Market" (output of WP2300) D06 "Report on Cost Benefit Analysis for the Mediterranean Region" (output of WP2400) D07 "Report on Funding Schemes" (output of WP2400). It has been elaborated using as inputs the information gathered by and included in the following background documents: D01 "Report on current status and evolution plans of the navigation infrastructure" (output of WP2100) D02 "Report on GNSS Service Requirements" (output of WP2200) D03 "Report on GNSS Status in the Mediterranean region" (output of WP2200). Moreover, the D04 "Report on GNSS Services Implementation roadmap" includes 10 volumes: the master, i.e. this document, and ten annexes (one for each country).

10 _2300_D of APPLICABILITY This document is applicable to the Activity A/WP DOCUMENT OVERVIEW This document is organised as follows: Chapter 1 is the introduction Chapter 2 describes the methodology Chapter 3 provides the analysis of the inputs from questionnaires, interviews and MEDA actors feedbacks and gives guidelines for application criteria selections for various countries Starting from chapter 4, the document is organised by Country, thus it includes a chapter for each country (*) Then a chapter dedicated to the assessment of possible plans common to two or more MEDA countries is provided, also looking to adjacent regions Last chapter is dedicated to the conclusions and way forward. (*) For each country a dedicated chapter has been created, considering that the GNSS Regional Plan will be shared with MEDA National Coordinators and/or National representatives/expert for application domain. This layout has been organised for a more effective MEDA country consultation and interaction. 1.4 LIST OF REFERENCES Applicable Documents Ref. Title Code Version Date [AD. 1] Contract GJU/06/5025-CTR/ 10/07/2006 [AD. 2] Technical and Administrative, Management & Financial Tender DT-PO-PRO-073 V 6 20/06/2006 Table 1 Applicable Documents

11 _2300_D of Reference Documents Ref. Title Code Version Date [RD. 1] management Plan _WP1100_O-O1 V1 21/07/2006 [RD. 2] Description of Work _WP1100_O-05 V1 01/08/2006 [RD. 3] KOM Minutes /MOM/ /10/2006 Table 2 Reference Documents 1.5 ABBREVIATIONS A A-SMGCS ABAS ACAC AIN AIS AOC APV APS ATM ATS ANSP ASECP Advanced-Surface Movement Guidance and Control Systems Aircraft Based Augmentation Systems Arab Civil Aviation Commission Arab Institute of Navigation Automatic Identification System Advanced Operational Capability Approach with Vertical guidance Administration of Shipping and Ports Air Traffic Management Air Traffic Services Air Navigation Service Provider Association des Sociétés Européennes Concessionnaires d'autoroutes à Péage B BOT Build-Operate-Transfer C CAA CAT CDMA CEPOL CEMTO CNS COMESA COMPASS Civil Aviation Authority Category Code Division Multiple Access European Police College Transport Study Centre for the Western Mediterranean Communication Navigation Surveillance Common Market for Eastern & Southern Africa Computer-Assisted Surveillance System

12 _2300_D of 91 COTS Commercial Off-The-Shelf D DESTIN DG AIDCO DGCA DG TREN DME DF Defining and evaluating a strategic transport infrastructure network in the Western Mediterranean Directorate-General Energy and transport Directorate General for Civil Aviation Directorate-General Energy and transport Distance Measuring Equipment Direction Finder E EANPG EC ECAC ECTS EGNOS EFTA EIB EMFTA EMSA ENPI ESA ESCWA ESSP EU EUMEDIS Regional European Air Navigation Planning Group European Commission European Civil Aviation Conference European Credit Transfer System European Geostationary Overlay System European Free Trade Area European Investment Bank Euro-Mediterranean Free Trade Area European Maritime Safety Agency European Neighbourhood and Partnership Instrument European Space Agency (United Nations) Economic and Social Commission for Western Asia (or UN-ESCWA) European Satellite Services Provider European Union Euro-Mediterranean Information Society F FATF FEMIP FMS FSAP Financial Action Task Force Facility for Euro-Mediterranean Investment and Partnership Flight Management System Financial Sector Assessment Program G GAGAN GATS GBAS GCC GPS And GEO Augmented Navigation General Agreement on Trade in Services Ground Based Augmentation Systems Gulf Cooperation Council

13 _2300_D of 91 GDP GIE GIS GNSS GSA GPRS GPS GSM GTMO Gross Domestic Product Groupement d'intérêt Economique Geographic Information System Global Navigation Satellite System European GNSS Supervisory Authority General Packet Radio Service Global Positioning System Global System for Mobile communications Transport Ministers Group of the Western Mediterranean H HDI Human Development Index I IATA ICAO IFAC ILO ILS IMO INFRAMED IOP IPPC ISCS ISPS ITS ITU International Air Transport Association International Civil Aviation Organization International Federation of Accountants International Labour Organisation Instrumental Landing System International Maritime Organisation Transport infrastructure assessment in the Western Mediterranean Initial Operation Phase International Plant Protection Convention International Ship and Port Facility Security Code International Ship and Port Security Intelligent Transport Systems International Telecommunications Union L LAD LBS LPV Local Area-Demonstration () Location-Based Services Lateral-precision with vertical guidance M MAFTA MARPOL MARWAN MoS MoU MSAS MSI Mediterranean Arab Free Trade Area International Convention for the Prevention of Pollution from Ships Maroc Wide Area Network Motorways of the Sea Memorandum of Understanding MTSAT Satellite-based Augmentation System Maritime Safety Information

14 _2300_D of 91 MTSAT Multi-Function Transport Satellite N NDB NPA Non Directional Beacon Non Precision Approach O OIE ONDA ONU World Organisation for Animal Health Moroccan Office National des Aéroports Organisation des Nations Unies P PC PDA PPA PSC PSC P&LA Personal Computer Personal Digital Assistant Parité de Pouvoir d'achat (French: purchasing power parity) Political and Security Committee Port State Control System Ports &Lighthouses Authorities R R&D RAIM REG-MED RIMS RNAV RNP RTAP RTCM Research & Development Receiver Autonomous Integrity Monitoring Regulatory convergence to facilitate international transport in the Mediterranean Ranging and Integrity Monitoring Station area NAVigation Required Navigation Performances Regional Transport Action Plan Radio Technical Commission Maritime S SAFEMED Project EuroMed Cooperation on Maritime Safety and Prevention of Pollution from Ships SAR Search And Rescue SBAS Space Based Augmentation Systems SID Standard Instrument Departure SOLAS International Convention for the Safety of Life at Sea SoW Statement of Work STAR Standard Terminal Arrival Routes T TBC To Be Confirmed

15 _2300_D of 91 TBD TBW TEU TPZ TMA TAS TAS-F TEN TTA To Be Defined To Be Written Twenty-feet Equivalent Units Telespazio Terminal Area Thales Alenia Space Thales Alenia Space-France Trans-European Network Time To Alarm U UNCTAD UNDP UN-ESCWA USD United Nations Conference on Trade and Development United Nations Development Programme (United Nations) Economic and Social Commission for Western Asia (or ESCWA) United States Dollar V VHF VOR VMTS VTS Very High Frequency VHF Omni-directional Radio-range Vessel Traffic Management Services Vessel Traffic Services W WAAS WAD WP WWRNS Wide-Area Augmentation System Wide-Area Demonstration () Work Package World-Wide Radio Navigation System

16 _2300_D of 91 2 GNSS REGIONAL PLAN 2.1 OVERVIEW GNSS Regional Plan purpose is to propose a shared Euro-Med plan in favour of a progressive GNSS services market implementation: For the ten MEDA countries: Algeria, Egypt, Israel, Jordan, Lebanon, Morocco, Palestinian Authority, Syria, Tunisia, Turkey For next 5-10 years (starting from 2009), through EGNOS towards Galileo For the main markets, in the transport and non-transport sectors, for safety-related and non safety-related uses: Civil Aviation, Maritime, Road, Rail, Location-based services/personal mobility, Land surveying/geodesy/mapping. The introduction of GNSS and in particular EGNOS and Galileo, provide new reasons for elaborating a policy that encourages their use and the definition of necessary standardisation and rules. The GNSS Regional Plan is conceived to support and ease the introduction of GNSS services market in the area, from the initial introduction of EGNOS to the further addition of Galileo. It targets the MEDA Decision-makers. It takes into account the particular needs of the region, the regional/national transport policy, infrastructure plans, and the social and economical benefits that the use of EGNOS and Galileo will generate. It identifies opportunities and sets priorities, also looking to adjacent regions It proposes a strategy It elaborates a roadmap in the time lag , in terms of technological actions, business development actions and investment actions. GNSS Regional Plan provides the basis for an in-depth discussion on the policy and future action to be implemented in favour of GNSS, at both European and MEDA levels. 2.2 ASSUMPTIONS In the elaboration of the GNSS Regional Plan the following main assumptions are taken into account.

17 _2300_D of 91 The GNSS Regional Plan is conceived as a Euro-Mediterranean shared implementation of GNSS services in the MEDA region. It has been prepared in close interaction with MEDA actors. MEDA actors had been interviewed, discuss and reviewed it. Their feedbacks and contributions had been duly taken into account. Various iterations were done, as the GNSS Regional Plan was presented and discussed during two dedicated workshops, the first in Morocco (Casablanca) and the second in Egypt (Cairo). The GNSS Regional Plan temporal applicability is next 5-10 years. Identified actions were divided into: short-medium term actions that need to be implemented during the next 5-10 years, and medium-long term actions that could be implemented in the more distant future (after 10 years). Long-term perspectives fall outside the scope of this plan. For this reason, this plan basically addresses EGNOS, as precursor of Galileo. 2.3 METHODOLOGY GNSS Regional Plan elaboration concepts GNSS Regional Plan elaboration concepts include four main phases: Diagnostic phase, presenting status and needs at regional, sub-regional and national level, obstacles and enablers, opportunities, trends and existing strategies in support of Classification phase, identifying measures and actions per country, at regional and subregional levels Prioritisation phase, setting priorities for measures and actions, plans per country, at regional and sub-regional levels (timing at 5-10 years) Financial phase, evaluating costs related to measure and action, social and economical benefits generated by the use of EGNOS - now - and Galileo - in the future. The elaboration of the GNSS Regional Plan starts from the diagnostic phase, including: A snapshot of the current navigation infrastructure status and evolution plans, in terms of concrete initiatives, either in the form of studies and also looking to the adjacent regions (for example in Africa and in the Arabic peninsula). The analysis of GNSS status versus regional needs: Through questionnaires and interviews, to gather user/application requirements and present use of GNSS in the ten MEDA countries and By performing a scouting of existing plans and policies that can support the introduction of GNSS in various application domains.

18 _2300_D of 91 Based on the outcome of the diagnoses, the plan identifies opportunities along with problems and obstacles (the so-called service enablers ), and classifies them. For the identified problems, it also proposes measures, i.e. actions to be put in place at the regional or sub-regional and country level, setting out modalities and responsible actors. Then the plan established priorities for each country (also triggered by regional and subregional pushing), looking at the time-lag And for them, it performs the financial study, evaluating costs/benefits, and identifying possible funding schemes. List of identified main application domains and applications per domain are identified in D02: Civil Aviation Maritime Rail Road Land applications Public safety-security applications. Following its elaboration concepts, the GNSS Regional Plan identifies for each country first key application domains/applications and successively priority application domains/applications. The next figure presents the GNSS Regional Plan elaboration concepts for priority application domains identification. Figure 1 GNSS Regional Plan elaboration concepts

19 _2300_D of MEDA actors involvement The GNSS Regional Plan proposes the basis for common interests and shared objectives for a GNSS Euro-Mediterranean policy. It proposes necessary institutional measures and investment opportunities in the perspective of EGNOS (short-term) and Galileo (long-term). MEDA actors involvement is fundamental for the GNSS Regional Plan, to: Gather realistic information and inputs necessary for defining basic elements (GNSS service needs and priority markets, Current status and evolution of GNSS versus regional needs, Service provision schemes and necessary infrastructure elements, Addressable markets, Cost and potential revenue sources and benefits, Clear and updated picture of existing subregional initiatives/plan/policies). Receive feedback on the proposed strategy and roadmap (through reviews and discussion of the developed GNSS Regional Plan ). In order to ensure the proper MEDA actors involvement, built a Point of Contact list, gathering main MEDA actors. Various tools were put in place: Questionnaires customised to the main application domains, and circulated to the Point of Contacts Dedicated interview, to complete the questionnaires when needed Two forums on Civil Aviation and Maritime & Freight Transport, being the priority application domains/applications common to the ten MEDA countries Two GNSS Regional Plan workshops Demonstrations in the various application domains/applications. To support the Plan, run demonstrations for validating EGNOS use and benefits in various application domains: Civil Aviation, Maritime, Freight Transport, Rail, Road, Land, Personal and In-car mobility ONDA and AIN Contribution to the work AIN and ONDA, as MEDA contributor, play an important role driving the European team for their competences in the region, especially thanks to their competence and role in GNSS in their countries. AIN (Arabic Institute of Navigation - Egypt) competences are: Knowledge of GNSS initiatives and developments in the region related to service implementation Knowledge of institutional aspects in the region Links with MEDA Institutions, stakeholders and MEDA Actors.

20 _2300_D of 91 ONDA (Moroccan Airports Authority Morocco) is involved in the EGNOS and Galileo project by its implication in the cooperation framework between Morocco and the European Community. Its role is to promote the GNSS activities in the aeronautical field in particular and to share this experience with other communities of users in general, at a national level and a regional one. ONDA is in close relationship with AEFMP (composed by Civil Aviation Authorities and/or Air Navigation Services Providers of Algeria, Spain, France, Morocco and Portugal), Airports Council International (ACI), International Civil Aviation Organization (ICAO), Eurocontrol, the Arab Civil Aviation Commission (ACAC) and Aéroports De Paris (ADP). Their contribution is mainly on supporting the Regional Plan contents for their adequacy to the Mediterranean context and conformity to realistic scenarios in the region: ONDA, as far as institutional and service provision aspects are related (especially in the aviation domain, and capitalising on its links with AEFMP - Algeria, Spain, France, Morocco and Portugal ) AIN for Maritime, Land Application and Public safety-security applications. They also provide contribution dealing with economical/development situation of the countries, and relevant nation/sub-regional/regional plans/trends/strategies. 2.4 INPUTS In order to complement the inputs gathered from MEDA actors, the following inputs were taken into account. EGNOS/Galileo programmes documentation (mainly EGNOS MRD v2.0) Civil Aviation applicable documentation: ICAO European, African and Middle East Navigation Regional groups material (FASID, results of the related GNSS working groups, etc ) Eurocontrol ATM 2000 Single European Sky regulations; IMO conventions and regulation (SOLAS, SAR and MARPOL): EUROMED Transport documents and reports, Blue Paper on Transport Regional Transport Action Plan (RTAP) , 2007

21 _2300_D of 91 Technical Notes (Infrastructure Network Contract) - Series of detailed reports and analyses, and technical studies on various topics prepared by the Infrastructure Contract. Communication of the Commission on the "Extension of the major trans-european transport axes to the neighbouring countries" (December 2006) Country Strategy Paper (Country Strategy Papers (EC assistance programming) CSP - As provided for in the MEDA regulation (EC No 2698/2000 and EC No 1488/96), the Country Strategy Paper (CSP) supplies a strategic framework in which EC assistance will be offered in the period It sets out EU co-operation objectives, policy response and priority fields of co-operation based on a thorough assessment of the partner country s policy agenda and political and socio-economic situation. The national indicative programme (NIP) attached to the strategy sets out the EU response in more detail, highlighting programme objectives, expected results and conditionality in the priority fields of co-operation for the period European Parliament resolution on the European Neighbourhood Policy, 19 January 2006 Financing the European Neighbourhood Policy, Regulation EC 1638/2006 laying down general provisions establishing a European Neighbourhood and Partnership Instrument European Neighbourhood Policy REGULATION (EC) No 1638/2006 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 24 October 2006, laying down general provisions establishing a European Neighbourhood and Partnership Instrument Brussels, 4 December 2006, COM(2006)726 final, COMMUNICATION FROM THE COMMISSION TO THE COUNCIL AND THE EUROPEAN PARLIAMENT ON STRENGTHENING THE EUROPEAN NEIGHBOURHOOD POLICY UNDP United Nations Development Programme Civil Aviation market data are detailed in the D NOTE TO READERS GNSS Regional Plan is the result of four main tasks: WP Analysis of Navigation Infrastructure WP GNSS Status versus Regional Needs WP GNSS service implementation roadmap WP Economical/financial studies.

22 _2300_D of 91 GNSS Regional Plan consists of four documents: D04 "Report on GNSS Services Implementation roadmap" (output of WP2300) D05 "Action Plan to address the identified Enablers in each Market" (output of WP2300) D06 "Report on Cost Benefit Analysis for the Mediterranean Region" (output of WP2400) D07 "Report on Funding Schemes" (output of WP2400). It has been elaborated using as inputs the information gathered by and included in the following background documents: D01 "Report on current status and evolution plans of the navigation infrastructure" (output of WP2100) D02 "Report on GNSS Service Requirements" (output of WP2200) D03 "Report on GNSS Status in the Mediterranean region" (output of WP2200). Next figure presents the structure of the GNSS Regional Plan. Figure 2 GNSS Regional Plan structure D01 gives a snapshot of the existing infrastructures and planned in terms of real and concrete initiatives/project (either in the form of studies or implementation, including those not yet started but for which investments have already been allocated). D02 defines GNSS service requirements versus regional user needs, and provides the list of main markets/application domains and applications per domain for the region

23 _2300_D of 91 D03 is a report on GNSS Status in the Mediterranean Region, and thus contains the status of EGNOS SIS implementation in the MEDA area. D04 includes the outcome of the Diagnostic, Classification and Prioritisation phase, giving the list of selected application domains/applications for the ten MEDA countries. D05 details the service enablers for the priority application domains/ applications. D06 are the outcomes of the financial phase: CBA and funding schemes. GNSS Regional Plan is organised at three main levels: regional, sub-regional and country levels. To facilitate the readers, D04 consists of a master, this document, and ten annexes, one for each country. 2.6 TERMINOLOGY In the GNSS Regional Plan the terms application domain, and market/sector are used to indicate a well defined user domain/user community : Civil Aviation, Maritime, Rail, Road, Land applications, Public safety-security applications Various applications correspond to a specific user domain, as detailed in D02.

24 _2300_D of 91 3 ANALYSIS OF THE INPUTS 3.1 BACKGROUND Based on the analysis of inputs from questionnaires and interviews with MEDA actors, desk researches and link with existing initiatives/projects dealing with GNSS, it is evident that transport market includes the application domains where GNSS has clear opportunities. This chapter gives general considerations, common for all countries, for the various application domains considered in D02. It basically provides the main elements used by for the selection and ranking of key and priority application domains and applications for each country: Main policies/strategies/trends/regulatory framework in each sectors are provided for the MEDA region, as they are key element for triggering the GNSS market development in specific application domains. As outcoming from the Analysis of the inputs and present scenarios/trends in MEDA area, regional and sub-regional initiatives can be considered fundamental elements for boosting investments and triggering development of new technologies and services. The main socio-economic indicators that drive the HDI (Human Development Index) of the different countries Key elements from Transport Policies Today a few elements exist as to common regional policy evolutions and the post advanced result in the field consist of the work performed as part of the EuroMed Transport initiative which has led to the establishment of a Blue Paper in November 2005 (Towards an integrated Euro-Mediterranean transport System) and a Regional Transport Action Plan for the Mediterranean region (RTAP for , 2007) issued on September 2007 The Euro-Mediterranean region is characterised by the presence of investment coming from European, African and Middle-East stakeholders. The development of GNSS in aviation in MEDA is based on specific activities in addition to the GNSS general ones like the European GNSS strategy, the EU development policy and the Euro-Mediterranean partnership. The European key actors in GNSS development are the European Commission EC (the two Directorates General Energy & Transport DG TREN and Europe Aid Co-operation Office DG AIDCO), the European Space Agency (ESA), the European GNSS Supervisory Authority (GSA), the European Investment Bank, and bilateral stakeholders such as the EOIG (EGNOS Operators and Infrastructure Group).

25 _2300_D of 91 On the MEDA side, there is the EuroMed Transport Project, and in addition some of the MEDA countries are also part of sub-regional initiatives. These boost potential opportunities of investments in various sectors (including new infrastructure and technologies), also in relation with adjacent regions MEDA area socio-economic indicators Next figure gives a quick snapshot of the Mediterranean Region main socio-economic indicators. It gives the population and Gross National Income (GNI) per capita for each country (year 2004, source UNDP United Nations Development Programme POPULATION AND GNI per capita (2004) Source UNDP ,6 72, ,4 6,7 4,3 24,6 6,6 5,64,9 5,9 3,5 4,4 3,6 3,6 Algeria Egypt Israel Jordan Lebanon Marocco Palestinian Authority 31 18,6 10 7,9 7,8 Syria Tunisia Turkey Population (in millions inhabitants) GNI per capita (PPP in thousands USD) Figure 3 MEDA Area Main Socio-Economic Indicators (2004) PPA, the Parité de Pouvoir d'achat (French: purchasing power parity), is in United States Dollar. The indicators provided in this figures gives a view of the HDI (Human Development Index) of the different MEDA countries. Such indicators have been used basically to have a sensitivity relating the development trend in each country (update the figure with new data) The EUROMED Transport Project and The Blue Paper The EuroMed Transport Project has been established in 2003 to facilitate the cooperation between the Euro-Mediterranean Countries, with the goal of supporting the development of

26 _2300_D of 91 transport systems in the MEDA region, thus improving the functioning and the efficiency of the Mediterranean transport sector as a whole. During the 5th Euro-Mediterranean Transport Forum, EC assigned the EuroMed Transport Project with preparing a strategic discussion paper on the Euro-Mediterranean transport policy, called the Blue Paper. The Blue Paper aims at identifying the main orientations and directions for achieving a sustainable, efficient and multimodal transport system in the region that can adequately link the MEDA countries together, as well as these countries and the EU. The Blue Paper on EuroMed Transport Policy also proposes a series of recommendations and a broad set of measures to be implemented for a regional transport strategy in the MEDA area. They focus on the institutional framework, goods and passenger transport and transport safety, security and sustainability. The Blue Paper, presented at the First Euro-Mediterranean Ministerial Conference held in Marrakech, Morocco, in December 2005, was shared and agreed in a consensual way between all countries in the region. This document is therefore an important basis as to future common policies. The most important points relevant to GNSS can be summarised as follows: Civil aviation and maritime sectors seem to be the most mature towards GNSS The main opportunity relies on the fact that they have regional and sub-regional extensions Indeed for these sectors, the need to be in line with applicable standards and regulations (especially those for safety purposes), to have harmonised procedures thus to facilitate and increase efficiency, represent key element triggering the introduction and development of GNSS services For maritime, such a need applies to safety and freight transport applications Indeed chapter 9 of the Blue Paper states the overall benefits that GNSS would bring while not linking it to specific areas The Marrakech Conference (MC): 2010 Action Plan In December 2005 the Marrakech Conference (MC) was held, where the Transport Ministers of the EU-25 member states and the 10 MEDA countries stressed the need to intensify transport cooperation to contribute to better economic and social development in the region, in keeping with the Barcelona Declaration 1. 1 The Barcelona Declaration establishes the framework and objectives of the Euro-Mediterranean cooperation/partnership; the starting point is the Euro-Mediterranean Conference of Ministers of Foreign Affaires, Barcelona, November 1995.

27 _2300_D of 91 The conclusions of the MC identified the priorities for future cooperation: institutional reform, infrastructure networks and financing, maritime transport, multimodal transport, air transport and the Galileo Project. The Ministers also asked the Euro-Mediterranean Transport Forum to come up by the end of 2006 with a Regional Transport Action Plan for the next five years in order to implement recommendations included in the Blue Paper and the Final Report of the High Level Group. 3.2 CIVIL AVIATION GNSS applications for civil aviation of interest for the MEDA area have been identified in the D02 and the relevant requirements have been reported. They are listed below: Navigation in Oceanic and Remote airspaces En-route navigation in continental airspaces Terminal Airspaces Non Precision Approach (NPA) and Approach with Vertical Guidance (APV) Precision Approach and Landing Surface Movement (including A-SMGCS) Automatic Dependent Surveillance (ADS) Data Communication synchronization GPS Status monitoring. In order to help the following considerations, the above applications have been grouped as follows: En-route and terminal positioning (for ADS and other applications) En-route (oceanic and continental) and terminal navigation Precision approach and like precision approach Ground positioning (for surface applications like A-SMGCS) ANSP related (Data Communication synchronization and GPS status monitoring). The following table report what can be the GNSS based technologies that will be available in the considered period for the different application groups. It is to the Regional and National plans define how such technologies will be made available to the users in terms of local infrastructure (where requested) and service enablers implementation.

28 _2300_D of 91 GNSS Elements GNSS constellations SBAS [operational] GBAS Cat I GBAS Cat II-III ABAS Potential decommissioning of terrestrial navigation aids for civil use (except DME) GPS (L1) GLONASS COMPASS/BEIDOU WAAS EGNOS [2009] GAGAN [tbd] MSAS [tbd] Experimentation Development Development of multi - channel receivers for GPS (+SBAS), Galileo and GLONASS (TBC) Start of NDB decommission Galileo (2013 TBC) GPS (L1) and (L5) GLONASS COMPASS/BEIDOU WAAS EGNOS GAGAN MSAS [COMPASS-SBAS] Technology available Technology available Use of multi channels receivers, including new constellations as necessary. Improved RAIM development NDB/VOR decommission Table 3 GNSS available technologies in the considered time-frame MEDA countries in civil aviation institutions The stakeholders for the aviation activities are ICAO and IATA, at an International level, and the Air Traffic Service Providers, airlines, aircraft operators at the national level. Some MEDA countries are also belonging to the Arab Civil Aviation Commission who is an international body set up by the Arab League. MEDA Countries belongs to different Civil Aviation Conference/Commissions (ECAC and ACAC). For what concern ICAO, MEDA Countries belongs to different ICAO European and North Atlantic (EUR/NAT) or Middle-East Regions (MID); they also refers to different ICAO planning and implementation regional groups. This is summarised in the following table:

29 _2300_D of 91 MEDA Countries Civil Aviation Planning and Implementation ICAO Region Conference/Commission Regional Group ECAC ACAC EUR/NAT MID MIDANPIRG APIRG EANPG Algeria X X X X Cyprus X X X Egypt X X X X Israel X X Jordan X X X Lebanon X X X Malta X X X Morocco X X X X Palestine X Syria X X X Tunisia X X X X Turkey X X X Table 4 MEDA Countries in Civil Aviation institutional environment ICAO Strategies The Aviation ICAO GNSS policy has been progressing within activities of the ICAO EUR/NAT, AFI (African and Indian Ocean) and MID regions. The ICAO European Air Navigation Planning Group (EANPG) and the AFI (African and Indian Ocean) and MIDAN (Middle East Air Navigation) Planning and Implementation Regional Group (APIRG and MIDANPIRG) meetings enable Civil Aviation managers to exchange information, highlight progress in infrastructure development, traffic management, efficiency of operations, safety, and to access deficiencies, on a continental basis. As some of the MEDA countries belong to the EUR/NAT, AFI or MID Region, and that conclusions also affect their policies The EUR/NAT GNSS strategy Algeria, Morocco, Tunisia and Turkey are members of the ICAO European and North Atlantic (EUR/NAT) Office. In the frame of EUR/NAT, the European Air Navigation Planning Group

30 _2300_D of 91 (EANPG) was established by the ICAO Council (Recommendation 1/1 SP EUR 1994 (Doc 9639)) with the following main objectives of interest: to ensure that air navigation system development plans and action within the EUR Region remain coherent and compatible with those of the adjacent ICAO Regions and with the ICAO Global Plan 2 and world-wide provisions, and that these are appropriately reflected in the EUR Regional Air Navigation Plan (ANP) to manage the ICAO Air Navigation Plan - European Region (EUR ANP) (ICAO Doc 7754) and related documentation and to facilitate the implementation of the international operational requirements contained therein to promote and facilitate the harmonisation and co-ordination of the air navigation related programmes of other international organisations to ensure the coherence of the EUR CNS/ATM system at regional interfaces with CNS/ATM systems of adjacent regions in line with the ICAO global plan established for that purpose to assist States or State groupings in their planning and implementation efforts, if and when required. These points have a big importance in the frame of harmonisation and production of a GNSS Regional Plan for the MEDA area, as important inputs for the preparation of the plan, but also for the harmonisation of the plans belonging to the different ICAO regions. The ICAO European Region Navigation Plan sets the European facilities, services and procedures required for international air navigation within each ICAO region. It has been issued in 2001 and different amendments have been produced. Note: updated information about the status and the contents of the GNSS aspects as included in the ICAO European Region Navigation Plan will be included in the next issues. The last 48 th meeting of the European Air Navigation Planning Group has been held in Paris between 28 th and 30 th November In that frame, Global Plan Initiatives (GPIs) have been developed on the basis of an industry roadmap which was aimed at bringing short and medium term benefits to aircraft operators, taking advantage of currently available aircraft capabilities and ATC infrastructure and technology. Such GPIs have been included in the revised Global Plan. The GPIs is seen as supporting "tools" for the regional office in its work toward its own performance objectives. Task related to the GNSS system and services introduction are necessary to implement some of the GPIs; these are summarised in the following table with the relevant status of implementation in the European Region (up to 2020). A full description of the GPIs is provided in Chapter 1 of the Global Plan. 2 ICAO Global Plan (Doc. 9750). The Global Plan Initiatives are included in the Doc.9750 second amendment issued in Document can be purchased by website ICAO.

31 _2300_D of 91 Tasks Related GPI Scope of GPI Notes Time-scale Enable implementation of RNAV approach Procedures based on DME/DME and/or Basic GNSS, and RNAV Approach Procedures with Barometric Vertical Guidance (ICAO APV/Baro VNAV) GPI-11 RNP and RNAV SIDs and STARs GPI-12 FMS-based arrival procedures Optimization of the TMA through implementation of RNP and RNAV SIDs and STARs Optimization of the TMA to provide for more fuel efficient aircraft operations through FMS-based arrival procedures 2005 onward Enable implementation of approach procedures with vertical guidance using SBAS (ICAO APV I&II) GPI-11 RNP and RNAV SIDs and STARs GPI-12 FMS-based arrival procedures Optimization of the TMA through implementation of RNP and RNAV SIDs and STARs Optimization of the TMA to provide for more fuel efficient aircraft operations through FMS-based arrival procedures Non precision approach with same minima than Cat.1 using SBAS is authorized in US and is under discussion in Europe onward Enable GBAS Cat. 1 based precision approach service GPI-11 RNP and RNAV SIDs and STARs Optimization of the TMA through implementation of RNP and RNAV SIDs and STARs onward

32 _2300_D of 91 Tasks Related GPI Scope of GPI Notes Time-scale GPI-12 FMS-based arrival procedures Optimization of the TMA to provide for more fuel efficient aircraft operations through FMS-based arrival procedures Implement A-SMGCS Level-I GPI-13 Aerodrome Design and Management GPI-15 Match IMC and VMC operating capacity The implementation of management and design strategies to improve movement area utilization. Improve the ability of aircraft to manoeuvre on the aerodrome surface in adverse weather conditions. GNSS as technology for the A-SMGCS position determination onward Improve ground based surveillance using ADS-B GPI-9 Situational Awareness Implementation of equipments allow traffic information to be displayed in aircraft supporting implementation of conflict prediction and collaboration between aircrew and ATM system GNSS as technology for the ADS-B position determination onward Table 5 Tasks GNSS related and Global Plan Initiatives

33 _2300_D of The MID GNSS Strategy The 9 th ICAO MIDANPIRG meeting has been held in Cairo (Egypt) between April 11 th and 15 th The conclusions 9/33 to 9/35, related to the activities, studies, demonstrations and Cost-Benefits analysis for the augmentation in the MID region where further discussed during the following 5 th meeting of the ICAO Middle East GNSS Task Force (GNSS TF/5) where the existence of the MEDA infrastructure development was acknowledged and further cost and funding scheme analysis have been asked for covering the whole Middle East Region. The conclusion 9/36 of the meeting MIDANPIRG/9 asked for the updated of the strategy for the GNSS implementation in the MID region taking into account users requirements and the outcome of the 11th Air Navigation Conference; in the GNSS TF/5 it was updated as in the following table: MID GNSS Strategy Timescale Phase 1 Phase 2 Phase onwards Oceanic/En-route Augmented GNSS Augmented GNSS Augmented GNSS Continental/Enroute Augmented GNSS Augmented GNSS Augmented GNSS Terminal Augmented GNSS Augmented GNSS Augmented GNSS Approach and Landing Precision Approach GNSS approach with vertical guidance ILS based GNSS approach with vertical guidance (APV) ILS based NDBs completed Decommissioning NDBs started VORs started 1 where operationally required and economically beneficial. Table 6 MID GNSS Strategy GNSS approach with vertical guidance (APV) CAT-I (augmented GNSS) CAT-II/III (ILS, GBAS 1 ) VORs completed ILS CAT-I The AFI GNSS Strategy (APIRG) The last 15th ICAO APIRG meeting has been held in Nairobi (Kenya) between September 26th and 30th Such meeting updated the AFI GNSS strategy developed by the AFI GNSS Working Group in the following three phases, the first of them considered closed.

34 _2300_D of 91 AFI GNSS Strategy Timescale Phase I Phase II Phase III Certification Basic GNSS/NPA En-route to LPV (APV-I) En-route to CAT-I Oceanic/En-route Continental/En-route Terminal Basic GNSS GPS + SBAS Multi-constellation GNSS Basic GNSS GPS + SBAS Multi-constellation GNSS Basic GNSS GPS + SBAS Multi-constellation GNSS Approach Landing and GPS/Baro NPA LPV (APV-I) SBAS CAT-I SBAS CAT-I/II/III GBAS Table 7 AFI GNSS Strategy up to The Arab Civil Aviation Commission (ACAC) Concerning the opening up of air transport exchanges among MEDA countries themselves, a significant initiative already exists in this domain, namely the ACAC programme (Arab Civil Aviation Commission programme for air transport liberalisation), which brings together eight MEDA countries (Lebanon, Syria, Jordan, Palestine, Egypt, Tunisia, Morocco and Algeria.) and is expected to be in full force by The Yamoussoukro Declaration which aims at opening up air transport exchanges across the entire African continent also presents another relevant initiative in this field (Algeria and Tunisia are members of this agreement and Morocco may join in the future). In addition, Morocco, Jordan, Israel and Algeria have negotiated bilateral open market agreements with the United States (Algeria is in the final stages of negotiation). The concrete benefits of these initiatives are already starting to appear. Since May 2005, in agreement with the EC, ACAC allows its members to negotiate horizontal agreements with the EC. This decision is expected to give momentum to the ACAC members to start horizontal negotiations with the EC: Lebanon and Morocco have recently initialled a horizontal agreement with the EC in order to put existing bilateral air services agreements in conformity with Community law (EC has the mandate to negotiate such agreement with all third countries). Jordan has also recently completed the first round of negotiations with the EC in this regard and is expected to sign the horizontal agreement in the near future. The conclusion of such horizontal agreements is a prerequisite to any further cooperation with the EU in the aviation sector.

35 _2300_D of 91 As far as negotiations for a global aviation agreement are concerned (vertical mandate), the only MEDA country for which the EC has a mandate at the present time is Morocco, with negotiations ongoing since May Such negotiations of a Euro-Mediterranean Aviation Agreement with Morocco will be a precedent for all future Euro-Mediterranean Aviation Agreements. In the light of the experience with Morocco, the EU Council of Ministers will decide on the Commission s request to open similar aviation negotiations with Lebanon and Jordan Bilateral agreements of interest Air traffic exchanges between MEDA countries, as well as between these countries and other countries, including EU countries, are largely governed by traditional bilateral air services agreements; at present, many bilateral relationships are in place between the European and MEDA aviation partners The EU strategy The EU and MEDA The EU Development policy under the European Commission Transport policy strategy has led to the cooperation between the European and MEDA entities. On this regard, the conclusion of the Euro-Mediterranean Ministerial Conference on Transport held in Marrakech on 15 th December 2005, identified the need of cooperation between European and MEDA entities to cover issues related to the opening of the market and the promotion of regulatory convergence and technical cooperation on safety, security and ATM issues. Actions has been identified for this purpose, like the extension of the applicability of Single European Sky regulations to the Mediterranean partners; the promotion of the role of the European Aviation Safety Agency (EASA) in view of potential cooperation. The long term objective identified is the definition of a Euro-Med Common Aviation Area. In line with the above objectives, the Euro-Med Aviation Project has been kicked-off on 3 rd May 2007, with the main objectives of: establish an open, healthy and competitive regional aviation market for the mutual benefits of the Mediterranean partners and the EU promote the improvement of aviation safety and security in the region as well as the environmental friendliness of air transport in the region enhance regional Air Traffic Management (ATM) cooperation and harmonisation prepare a roadmap for the implementation of the Common Aviation Area and the assessment of the benefits for the Mediterranean region. As stated, air traffic exchanges between MEDA countries, as well as between these countries and EU countries are largely governed by traditional bilateral air services agreements. Nevertheless, MEDA countries have started to open international air traffic exchanges and to implement an open market policy. Cyprus and Malta have already

36 _2300_D of 91 achieved such opening up of the markets with the EU, since they are EU member states and the SES regulations are directly applicable to such states The EU Single European Sky initiative The European Commission (EC) has made the reform of air traffic management in Europe one of its priority actions. It launched its Single European Sky (SES) initiative in late 1999 as a response to the worsening air traffic delay situation at the end of the 1990s and to answer the current projections for the development of air traffic control in Europe that show that it will more than double in the next 20 years or even treble in some regions, particularly central Europe. SES aims to create a more uniform and better managed European air traffic management system. Regulations have been put in place on air navigation service provision, airspace design and management, and interoperability, with an overarching Framework Regulation. Further implementation measures are flowing from these regulations, for example on a common charging scheme, common requirements for air navigation service providers, and airspace and interoperability measures. In particular, the frame of the Single European Sky, the following Regulations are considered of interest for the GNSS services provision. Such regulations are in place, and are going to be applied for the certification of the first European GNSS component, EGNOS. Their applicability for the European GNSS components is foreseen to be supervised and supported by the European GNSS Supervisory Authority (GSA). EC Regulation 549/2004 laying down the framework for the creation of Single European Sky (the framework regulation). The following articles are of interest. Reg.549/2004, Article 2.4. air navigation services means air traffic services; communication, navigation and surveillance services; meteorological services for air navigation; and aeronautical information services; Reg.549/2004, Article 2.5. air navigation service providers means any public or private entity providing air navigation services for general air traffic; Such definition is applicable to the GNSS services, then such regulation, and the following derived for the same frame, are applicable to the GNSS case. EC Regulation 550/2004 on the provision of the Air Navigation Services in the Single European Sky (the service provision regulation) Such regulation is applicable for the certification of the GNSS operating entity as Service Provider. According to such regulation, the GNSS operating entity apply to the National Supervisory Authority of the Country where his principal place of business is located. Then the NSA, supported by a Notified Body if the case, release the certification of conformity to the Common requirements (reg. 2096/2005) for the Navigation service provision of the GNSS operating entity. Such certificate shows the capability to operate and control the configuration of the system according to the ICAO standards. EC Regulation 552/2004 for the on the interoperability of the European Air Traffic Management network (the interoperability regulation) The European GNSS certified service provider issue to his NSA a declaration of verification, together with a technical file, which confirm compliance to the implementing

37 _2300_D of 91 rules for interoperability in order to make the system be integrated in the EATMN; such implementing rules could need to be specifically issued for the GNSS. Such declaration of verification contains also the declaration of conformity or suitability use of the system constituents to the implementing rules. EC Regulation 1794/2006 laying down a common charging scheme for Air Navigation Services. This regulation lays down the necessary measures for the development of a charging scheme for air navigation services which is consistent with the Eurocontrol Route Charges System and shall apply to air traffic service providers designated under Article 8 of the Service Provision Regulation (550/2004). As such, for the time being the regulation is not applicable to MET/CNS/AIS providers, but of course it provides good methodological basis for the MET / CNS / AIS service charges definition. In addition to the above, the Flight instrument procedures designed by an Aeronautical Information Service (AIS) Provider have to be equally certified according to SES Regulations SESAR project and Navigation Baseline The SESAR project (Single European Sky Air traffic management Research) has been launched as Europe s ATM modernisation programme, like the NextGen program in the US. Industry-led, it has gained the buy-in of all aviation stakeholders, Eurocontrol and the European Commission. A two-year Definition Phase was launched in February 2006 led by a consortium and jointly funded by the EC and Eurocontrol and will produce an ATM Master Plan. Today, SESAR has issued the final version of the D3 (Definition of the Future ATM Target Concept) that is going to have aviation stakeholder wide review after the workshop planned in October The Document is intended to assess the technical needs and supporting technologies required to implement the mid and long term target ATM concept; it defines baseline strategies for the short term period (before 2013), the mid term period ( ) and beyond 2020; finally, it also proposes a preliminary set of Recommendations that will be refined in the Master Plan definition. Navigation baseline strategy as today defined within SESAR Consortium is summarised in the following table: such table has not to be considered consolidated, as the finalisation of the D3 is still on-going.

38 _2300_D of 91 En route & TMA Approach & Landing Airport Surface From 2007 to 2013 NAV/ positioning ABAS (RAIM/INS) SBAS DME/VOR/NDB ABAS(RAIM) or DME/VOR/NDB: NPA ABAS(INS): RNP 0,3+Baro SBAS: LPV for GA ILS (option MLS): Cat 1/2/3 GBAS: Cat 1 ABAS (RAIM) / SBAS: Moving Map NAV/ functions Basic RTA capability (~30s) Initial curved approach capability From 2013 to 2020 NAV/ positioning ABAS (GPS/Galileo/INS) SBAS for GA Backup: DME/DME ABAS (INS): RNP 0,1+Baro Galileo, and/or SBAS: LPV ILS (option MLS): Cat 1/2/3 GBAS: Cat 1, initial Cat2/3 ABAS (GPS/Galileo): situation awareness SBAS: situation awareness GBAS: navigation NAV Functions Improved FMS RTA and flight efficiency capability improve meteo inputs Curved approaches capability; initial steep and wake vortex free approaches capability; possible extension of RTA into approach phase. NAV/ positioning NAV/ Functions ABAS (GPS/Galileo/INS) SBAS for GA Backup: DME/DME From 2020 baseline ABAS(INS): RNP<0,1+Baro Galileo and/or SBAS: LPV ILS (option MLS): Cat 1/2/3 GBAS: Cat 1/2/3 FMS support to 4D contract (if required) Curved, Steep and wake vortex free approaches capability ABAS (GPS/Galileo/INS): situation awareness SBAS: situation awareness + navigation GBAS: navigation Table 8 SESAR Navigation Baseline Strategy Eurocontrol Navigation Strategy for ECAC The Navigation Domain of the EUROCONTROL Agency has developed a Navigation Strategy for ECAC and the related activities. The ECAC Navigation Strategy has been as a fully co-coordinated, harmonized, evolutionary and flexible planning process, able to take advantages by new advanced systems and concepts in providing improvements in terms of safety, environmental impact, efficiency and economy. The strategy describes the evolution of air navigation systems in terms of performance, functionality and corresponding infrastructure, taking due account of the principle of global interoperability; it will follow closely the strategic principles and objectives of the EUROCONTROL ATM Strategy. Within the framework of the ATM strategy, the EC, ECAC Navigation and Airspace Strategies, ICAO and JAA/EASA material, the Eurocontrol Navigation domain addresses or

39 _2300_D of 91 support the technical, regulatory and institutional aspects regarding the application of the navigation functions for all phases of operations from gate-to-gate. The strategy has been developed for the ECAC States 3 and as such has impact on some of the MEDA Countries. Table 9 EUROCONTROL Navigation Strategy for ECAC: Application and Infrastructure 3 States part of the ECAC are: Albania, Armenia, Austria, Azerbaijan, Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Moldova, Monaco, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav Republic of Macedonia, Turkey, Ukraine, United Kingdom.

40 _2300_D of MARITIME Considerations about applications as input to the plan D02 gives the list of GNSS applications in the maritime sector that have opportunities and interest for MEDA, along with the relevant requirements version regional needs: Regulated marine navigation (including Automatic Identification System and Vessel Traffic Services) Marine engineering Multimodal transhipment (targeting freight transport domain). For the maritime sectors, the requirements for radionavigation technologies and infrastructures to support navigation have been agreed within international forums and are either requirements that are currently applicable or future requirements. Up to now, the only positioning system recognised by IMO are GPS and GLONASS, however introduction of EGNOS and Galileo is among priorities Analysis of existing plans having impact on MEDA Region IMO Resolutions The institutional framework governing radio navigation in the maritime sector at international level includes: The International Maritime Organisation (IMO - responsible for defining national obligations for the safety of navigation, principally through the convention on the Safety of Life at Sea (SOLAS), defining specific navigation requirements and defining standards for onboard equipment, often in conjunction with the International Electrotechnical Commission The International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA - responsible for setting the standards for the provision of marine radio-navigation services and initiating the definition of signal-in-space standards, principally through the International Telecommunications Union (ITU) and the Radio Technical Commission Maritime (RTCM). All MEDA countries are members of the International Maritime Organisation and have adopted the basic IMO conventions relating to maritime safety, security and environmental protection; the only MEDA countries members of IALA are Algeria, Morocco, Egypt, Tunisia. The current requirements for general navigation are specified in IMO Resolution A.953(23) on the World-Wide Radio Navigation System (WWRNS). These requirements are applicable to current systems, and are considerably less stringent than those specified for future GNSS systems. The current requirements are specified for navigation in harbour entrances, harbour

41 _2300_D of 91 approaches and coastal waters (i.e. discrete, local coverage is required) with a high volume of traffic and/or significant degree of risk: Accuracy should be better than 10 m to 95% probability Coverage should be adequate throughout the phase of navigation Signal availability should be 99.8% over a two-year period The update rate should be better than once every 10 s (every 2 s if the position data is used for AIS, graphical display or to control the vessel directly) The service reliability (undefined) should be better than 99.97% per over a 3 hour period The time-to-alarm for non-availability or discontinuity should be better than 10 seconds. Current requirements - specified in IMO Resolution A.953(23) - for general navigation are defined for three main operational scenarios: ocean waters, coastal waters, port approaches and restricted waterways, as summarised in the following table. These are applicable to current systems such as GPS and the IALA radiobeacon DGPS service. Accuracy (95%) TTA (s) Availability % over 2 yrs Reliability % over 3 hrs Coverage Horizontal (m) Ocean waters 100 Asap by MSI 99.8 over 30 days Coastal waters, harbour entrances, approaches high volume /signf. risk Coastal waters, harbour entrances, approaches low volume /lower risk 10 > >99.97 Discrete, local 10 > Table 10 Current requirements for general navigation Up to now, the only positioning systems formally recognised through IMO are GPS and GLONASS. These systems do not satisfy the accuracy and integrity requirements of many applications on their own, particularly those in support of regulated navigation (see above). More stringent requirements specified in IMO Resolution A.915(22) - for general navigation based on future GNSS systems are given in next table.

42 _2300_D of 91 Absolute Accuracy Integrity Availability % over 30 days Continuity % over 3 hrs Coverage Fix interval4 (secs) Horizontal (m) Alert limit (m) TTA (s) Integrity Risk (per 3 hrs) Ocean N/A Global 1 Coastal N/A Regional link 1 Port Discrete 1 approach local over and a region restricted waters Port Discrete local 1 Inland water ways Regional link Table 11 Future requirements for general navigation Introduction of EGNOS and Galileo is already among the key policies of IMO: MARITIME SAFETY COMMITTEE 76th session (MSC 78/11/5, 27 February 2004) discussed the SAFETY OF NAVIGATION - Update on the GALILEO Program and IMO related activities The recent MARITIME SAFETY COMMITTEE 76th session (MSC 82/24/Add.2, 22 December 2006) specifically discussed Galileo Receivers for maritime use. Moreover, the incumbent system in many parts of the world is becoming the IALA Marine Radiobeacon DGPS service (detailed in D02). Regarding the future Galileo constellation, the IMO NAV 52 has approved the draft Galileo Receiving Equipment Performance Standard for submission to Maritime Safety Committee who placed it on the work programme. In parallel a proposal has been submitted for a new work item within IEC TC 80 to develop receiver test standards. Work is also in progress with IALA, including the review of the IALA NAVGUIDE and IALA R-121 recommendation, to ensure Galileo is included. This work is carried out in the new e-nav committee resulting from the merge of the former AIS and RNAV committees Vessel Traffic in Canal and Straits MEDA countries with responsibilities of vessel traffic in Canal and Straits have a consistent network of VTS (this is the case of Turkey and Egypt). 4 More stringent requirements may be necessary for ships operating above 30 knots.

43 _2300_D of 91 Ships are automatically acquired and tracked by the system. For safety purposes, systems could also provide information services, Navigational Assistance and Traffic Organization ISPS Code With respect to the issue of maritime security, it seems that the level to which the IMO s International Ship and Port Facility Security Code (ISPS Code) is implemented differs greatly among MEDA countries, although there is common acceptance of its provisions and necessity. Most ports are still gathering the necessary capacity and funds to fully deploy the required security and contingency plans. Regarding security on board vessels, the provisions of the ISPS Code for on-board security are mandatory for ships registered in MEDA countries. However, as such regulations are fairly recent, their implementation by shipowners is often not complete EMSA policies In the frame of Euro-Mediterranean Ministerial Conference on Transport (Marrakech, 15 December 2005), it was recommended to support an enhanced role of the European Maritime Safety Agency (EMSA) in the Mediterranean region, including the possibility for Mediterranean Partners to participate as observers in EMSA activities The SafeMed project The SafeMed Project specifically focuses on maritime safety and security in the Mediterranean region. It is a response to the interest of the European Union (EU) to develop Euro-Mediterranean cooperation in the field of maritime safety and security and prevention of pollution from ships, by providing technical advice and support to the non-eu Mediterranean countries included in the group of Mediterranean Partners as defined in the Euro- Mediterranean Partnership established in the 1995 Barcelona Conference. The ten Mediterranean Partners are Algeria, Egypt, Israel, Jordan, Lebanon, Morocco, the Palestinian Authority, Syria, Tunisia, and Turkey. The project is being implemented since January 2006 and until the end of 2008, under the overall coordination of the European Commission and with technical backstopping from IMO. Next table presents a summary of the information gathered from the SAFEMED project (for IMO/MEDA project Strengthening the maritime administrations of the Mediterranean: Capacity building for effective flag and port State functions - MED/B7/4100/97/0415/9 and updated as at 23 January 2005 as regards IMO Conventions) and form MEDA actors feedback. It will be detailed at country level. Ratified IMO conventions are reported, only those related to a possible use of GNSS. Empty boxes means information missing or VTS not present.

44 _2300_D of 91 Figure 4 Summary of Maritime safety market status in MEDA

45 _2300_D of FREIGHT TRANSPORT Maritime Freight With respect to the freight trade, the Blue Paper clearly proposes recommendations for applications that can benefit for introduction of GNSS: Newly introduction or further enhancement of the automation of customs declaration and clearing procedures Implementation of a harmonised legal and regulatory framework regarding the liability of multimodal carriers. Based on the analysis of the inputs it appears that the opportunities for different countries in GNSS service applied to the freight transport will be mostly pushed by the maritime freight applications: This is linked to the fact that most countries in the region trade mainly outside the region, primarily with Europe, the US and Asia This is further reinforced by the proposed development of the Motorways of the Sea (MoS) concept, as detailed after Establishment of Free Trade Areas is a fundamental booster, due to the necessity to facilitate trade while ensuring quality and safety levels. The volume and the share of regional trade can rise significantly as a result of greater regional integration, and some actions have been done in this direction, through he establishment of "horizontal" MEDA agreements, among MEDA and with adjacent regions. However, this is still an immature process, if compared to the maritime freight sector. Indeed, economic development, for the majority of MEDA countries has been mainly linear with relatively short distances involved to carry exportable freight to ports. This is predominately because of the harshness of the physical interior and the consequent development of urban communities near the Mediterranean shore line. One major exception has been the development of the Nile delta corridor. The maritime freight sector is the most important transport domain regarding EU imports and exports to and from the MEDA region. It represents 78% of all total freight volume 5. Next figure gives a snapshot of the MEDA Region growth forecast traffic trends in the next 5-10 years. 6 5 Source: Euro-Med Transport Project Technical Note 5 Existing Transport Flows 6 Source: Euro-Med Transport Project Technical Note 13 MEDA Freight Forecasting Model. In order to verify present and forecast trends and traffic tonnage volumes, it is important consider how Gross Domestic Product (GDP) trend is today and how it will change in the future (5 10 years). So different freight forecasting models are relevant.

46 _2300_D of 91 Million Tonnages 160,00 150,00 140,00 130,00 120,00 110,00 100,00 90,00 80,00 70,00 60,00 50,00 40,00 30,00 20,00 10,00 0, Marocco Algeria Tunisia Egypt Israel Jordan Lebanon Syria Turkey Figure 5 MEDA Region growth forecast tonnage traffic trends Present and forecast traffic volumes including different types of goods (solid bulk, general cargo, containers/unitised and oil) are shown in next figure 7 : The major total tonnage traffic is attributed to Turkey closely followed by Algeria with nearly Egypt and Morocco. Lebanon does not manage a significant freight traffic. In the Technical Note 13 - MEDA Freight Forecasting Model, three different geo-political scenarios, referring to different growth forecasts trends for MEDA Countries, are proposed. The Medium Economic Growth Scenario (MEG), has been selected also selected by the studies of the World Bank: The difficulties in order to obtain political agreements through a series of trading negotiations; The peace process, involving Israel and the Palestinian Authority, and the move away from isolation of Libya may require considerable time; GDP growth in MEDA countries assumes partial economic reform in the MEDA region. Growth in Arab MEDA countries based on World Bank forecasts; Intra-MEDA trade will be restricted because of slower progress on implementing, in particular, GAFTA and difficulties with integrating Israel and Libya into the MEDA community; Resolution of conflict with Israel but only limited trading; Turkey will be an associate member of the EU but with limited privileges. Growth forecast tonnage trends have been evaluated by MEG, and divided in different temporal steps each 5 years for all MEDA regions. Steps are referring to following years: 2000, 2005, 2010 and Sources: Euro-Med Transport Project Technical Note 13 MEDA Freight Forecasting Model and Technical Note 5 Existing Transport Flows )

47 _2300_D of 91 Million Tonnages Marocco Algeria Tunisia Egypt Israel Jordan Lebanon Syria Turkey Figure 6 MEDA Region present and forecast tonnage traffic volume Analysis of existing plans having impact on MEDA Region Euro-Mediterranean Free Trade Area (EMFTA) In the Barcelona Declaration (1995), the Euro-Mediterranean Partners agreed on: The establishment of a Euro-Mediterranean Free Trade Area (EMFTA) between the EU and the MEDA countries by 2010, particularly liberalising transport, communications and tourism Stress the importance of developing and improving infrastructure, including through the establishment of an efficient transport system, the development of information technologies and the modernization of telecom. Together with EFTA (European Free Trade Area) this zone will include some 40 States and million consumers, i.e. one of the world s most important trade entities. The Euro-Mediterranean Free-Trade Area foresees free trade in manufactured goods and progressive liberalisation of trade in agricultural products. Supporting the move towards free trade within the region has been the conclusion of bilateral trade agreements to set up a free trade area:

48 _2300_D of 91 Vertical agreements aimed at developing free trade in services between the EU and the MEDA countries, with the exception of Syria, particularly liberalising transport, communications and tourism "Horizontal" or South - South trade integration, particularly through simplifying and standardising customs procedures and improving transportation infrastructure and interconnection between MEDA countries (particularly infrastructure connecting to priority national investments) Bilateral "vertical" EU-MEDA agreements From a practical viewpoint, a gradual implementation is on-going, at bilateral level through Association Agreements, under the coordination of the European Commission (being in charge of trade and economic cooperation with the South and Eastern Mediterranean, is responsible for preparing, negotiating and implementing Association Agreements). Negotiations for Agreements already concluded include those with Tunisia (1995), Israel (1995), Morocco (1996), Jordan (1997), Egypt (2001), Algeria (2002), Lebanon (2002) and Syria (2004). Those with Tunisia (1998), Morocco (2000), Israel (2000), Jordan (2002) and Egypt (2004) have been ratified and are in force. These agreements cover a large variety of CFSP, economic, social, cultural and financial co-operation themes as well as free trade. Interim Euro-Mediterranean Association Agreements signed with Israel (1995) and the PLO (1997) and Lebanon (2003) concerning trade related matters are in force Bilateral "horizontal" MEDA agreements Further trade initiatives, which do not involve the EU, concern "horizontal" or South-South integration: The Arab Maghreb Union includes Morocco, Algeria, Tunisia, Mauritania and Libya. Four other countries in the Euro-Med Partnership, Jordan, Egypt, Morocco and Tunisia, have also set up the Mediterranean Arab Free Trade Area (MAFTA) The agreement by 18 members of the Arab League (including Egypt, Jordan, Lebanon, Morocco, Syria and Tunisia from the MEDA partner countries), to establish the Greater Arab Free Trade Area (GAFTA) came into existence from the 1 st January 2005.

49 _2300_D of 91 Figure 7 GAFTA Members Communication of the Commission on the "Extension of the major trans- European transport axes to the neighbouring countries" As a result of work carried out by a High Level Group set up in October 2004 until November 2005 (including representatives from 25 EU Member States and 26 neighbouring countries 8 ), last December 2006, the European Commission issued the Communication for transport in Europe and neighbouring regions providing recommendations for the development of TENs (Trans-European Networks). The main purpose is to extend the geographical coverage of TENs and to integrate regional exercises into a coherent framework, including the Euro Mediterranean regional programme among others. Following the mandate given by the Commission, the High Level Group: Identified 5 major transnational axes on which to focus cooperation and financing Identify the measures to be taken to facilitate convergence and harmonization of the different management systems (customs, administrative procedures, safety and security), technologies, funding schemes and opportunities. The 5 transnationl transport priority axes are displayed in the next figure: Motorways of the Seas (MoS) Northern axis Central axis South Eastern axis South Western axis. 8 Including all the Mediterranean countries and Libya (as observer)

50 _2300_D of 91 Figure 8 High Level Group 5 transnational axes The selection of these axes were driven by a 2-step approach: Identification of major axes, based on two criteria of: Institutional dimension (a priority axis should facilitate and stimulate the development of exchanges between the European Union and its neighbours by extending the major TEN axes to the neighbouring countries or broader regions, taking into account the existing priority reference networks and corridors in the different regions) Functional dimension (in addition to carrying significant volumes of inter-regional longdistance traffic, a priority axis should be an important route for international traffic flows between the EU and the neighbouring countries or regions, in particular in the longer term. In addition, a priority axis can be a route that allows traffic to avoid a major environmental bottleneck or barrier) Priority based on criteria for: Part of one of the priority transnational axes Sufficient size and significance

51 _2300_D of 91 A firm commitment by the country concerned Improving economic efficiency Enhancing environmental sustainability of the transport system Improving transport safety and security. The identified 5 axes are endorsed by the Commission, and for them: European Neighbourhood and Partnership Policy have been launched in preparation of the financial perspectives horizontal measures have been proposed for being pursed to tackle non-physical barriers. Horizontal measures are soft measures, i.e. less costly and easier to be implemented rapidly, to put forward: Speeding up border crossing procedures (such as implementation of relevant international conventions (UNECE, IMO), one-stop offices, simplification and harmonisation of trade and transport related documentation) Implementation of compatible and new technologies for effective and compatible traffic management and information systems (including satellite navigation/galileo) Measures to improve safety and security in all transport modes (harmonisation of standards and procedures) Technical and administrative interoperability (such as application of international conventions and environmental assessment, public procurement procedures etc. in accordance with the EU standards, and best international practice) Mediterranean Transport Infrastructure Networks (MTIN) Various projects and policies are in place to contribute the development of MTIN, supporting the trade between the MEDA region and the EU or intra-regional MEDA trade. Their maturity and timelines are tightly linked to economical factors of each country and the traffic flow growths: Sea is generally the most important mode for cargo transport. Road is important in the Eastern Mediterranean for flows between neighbouring countries. Road linkages between MEDA countries and serving ports within each country exist, although road condition and capacity is not always adequate. An extensive rail network exists in most countries. Rail serves well for transporting freight, especially links to ports, but it is not developed for international transport in its current form Airports are generally well-located for the markets they serve, however a few airports have flows sufficiently large to develop as interline hubs.

52 _2300_D of 91 The core regional transport network, where regional means supporting flows between Mediterranean Partners and other countries, can be considered as a set of corridors, axes and MoS Corridors Corridors define the proposed Infrastructure Network, and focus financial resources for network development in areas of most benefit. This network includes port and airport infrastructure (satisfying minimum throughput levels), rail and road infrastructure relevant to international traffic in the MEDA countries. Figure 9 Euro-Mediterranean Corridors (road, ports and airports)

53 _2300_D of 91 Figure 10 Euro-Mediterranean Corridors (rail, ports and airports) Axes Axes, which are multi-modal, show the forecast future demand for freight transport flows so that the relative importance of investment in each part of the network can be seen Motorways of the Sea The MoS concept aims at introducing new intermodal maritime based transport logistics chains and thus, reducing congestion on land corridors. MoS improve access to markets throughout Europe, and give access to countries separated from the rest of the European Union by seas. The High Level Group on the extension of the major trans-european transport axes to the neighbouring countries was established in September The mandate is to make proposals for better connecting the European Union with the neighbouring countries. Most important axes are shown in the above figure.

54 _2300_D of 91 Various studies and projects are in place towards the creation and endorsement of the MoS, two of them are specifically related to the MEDA area Master Plan for South Eastern Mediterranean MoS development In December 2006, a proposal for the elaboration of the Master Plan for South Eastern Mediterranean MoS development was submitted. Main objective of the study is the development of the MoS in the South East Mediterranean area, through the creation, development the elaboration of a Master Plan MOSES Project A project has been funded by the European Commission, with the main goal to develop a blue print for developing an innovative European network of Motorways of the Sea (MoS) as part of the Trans-European Transport Network (TEN-T). Some demonstrations are planned in the Mediterranean area. It is not started yet, its duration is 36 months. Telespazio is part of the MOSES Team and involved in the Mediterranean demonstration MEDA Motorway of the Sea project (MEDAMOS) The MEDA Motorways of the Sea - MEDAMOS is a project in the frame of the Euro-Med Transport Project umbrella, to be instrumental in assisting the Mediterranean Partners in enhancing the implementation of the Motorways of the Sea concept and of the Transport Network in the Mediterranean region. MEDAMOS is evaluation pilot projects based on a sub-regional approach for the East Med (MEDA / EU) and West Med (MEDA/ EU), and possibly enlarged to MEDA / MEDA. MEDMOS is focused on improvements of door to door transport over the pilot projects, by identifying user s needs and best practices creation Port and Customs Reform As already mentioned, ports represent fundamental nodes in the multimodal freight transport chain, and even in these nodes can result in significant negative repercussions over the entire chain. Special role is given to nodal points, such as ports given their potential strategic role as industrial and logistic platforms and as part of the Motorways of the Sea concept. There are more than 50 port installations along the MEDA region coastline. A few of these ports could become hub locations for the distribution of freight on trade routes between Europe and Asia (such as for container ships, transiting the Mediterranean and then heading further east via the Suez Canal). Main ports are those related with the main traffic flows:

55 _2300_D of 91 Casablanca (Morocco), Istanbul (Turkey), Alger (Algeria), Rades (Tunisia), Tartous (Syria), Tripoli (Lebanon), Aquaba (Jordan) 9. All ports within the MEDA region could serve the proposed Motorways of the Sea and there is a need for a complex network of short sea shipping routes, connecting to these main maritime routes and other ports along the Mediterranean coastline. It is clear that optimising the functioning of MEDA port facilities and enhancing rail/road access to the ports represents a major necessity and a crucial issue. However, the port is an area involving numerous players, multiple stakeholders and enablers, public and private operators. Thus in this view, GNSS can play a role towards the enhancement of efficiency and increasing security level in customs clearance operations. GNSS supports the establishment of secure trade and harmonised procedures among different transport operators and forwarders Sub-regional initiative: GTMO In the Western Mediterranean sub-region, the Transport Ministers Group of the Western Mediterranean (GTMO) aims to promote cooperation on transport and contribute to the Euro- Mediterranean Partnership. The members of the GTMO are the transport ministers from the seven countries in the region (Algeria, France, Italy, Morocco, Portugal, Spain and Tunisia) and the EC Directorate General for Energy and Transport. The Transport Study Centre for the Western Mediterranean (CETMO) holds the position of secretariat and provides technical support. 3.5 OTHER APPLICATION DOMAINS This section includes the considerations linked to specific plans and trends for other applications domains, which cannot be considered as priorities in all countries. Their priority level will be defined based on the analysis versus the specific situations and issues in each country Rail Considerations about applications as input to the plan An extensive rail network exists in most MEDA countries, however a significant portion of it is not modern and non interoperable. 9 Source: Euro-Med Transport Project Technical Note 12 Port Development in the MEDA Region

56 _2300_D of 91 The majority of MEDA rail networks were designed and built many decades ago. As such, a large proportion of these rail networks is single track, and in need of comprehensive rehabilitation and reconstruction to rise to the modern rail age. Moreover, the MEDA rail network that connects the various MEDA countries together is also highly disjointed due to the following reasons: Libya has currently no operational rail system, a railway development programme has been planned for a new network of standard-gauge lines A significant portion of the MEDA rail networks is non-interoperable due to differences in rail gauge No current connection exists between rail networks in Jordan, Israel, Egypt and Lebanon Major rail upgrading/reconstruction programme in these countries would require the standardisation of rail gauge, given a long-term view for the promotion of inter-meda and EU-MEDA rail services. Regional rail traffic is currently insignificant as strategic rail links between neighbouring countries are often missing, and in the occasions where such links exist, their operation is sometimes disrupted due to political problems (e.g. closure of borders between Morocco and Algeria). Thus, modernisation of rail systems is necessary if rail is to compete with alternative modes of transport in the future. There are, however, some recent improvements in this regard. Syria has started, within its own territory, the process of reconstruction of the Hijaz railway line to standard gauge. Jordan has initiated a Master Plan study for railways, through which the upgrading of the Hijaz line to standard gauge will be considered up to the Syrian borders. Lebanon will be constructing in the near future a standard gauge link between the port of Tripoli and Homs city in Syria. Nevertheless, given some of the long distances involved in South-South international passenger travel, it seems that even an improved rail system is unlikely to be competitive with air travel, and that such competition would be viable only in serving relatively short interurban cross border demands. The same is probably true for long distance trade flows where it seems that rail is unlikely to be competitive with maritime transport, and that such competition would be viable only in serving relatively short cross-border freight movements between centres of demand and production, and port connections. For the freight shipment, strategic rail networks have been identified by the Euro-Med Transport study 10 : 10 Technical Note 10 Long Term Perspective for MEDA Regional Rail Services

57 _2300_D of 91 The trans-maghreb railway network services the three Maghreb countries (Morocco, Algeria, and Tunisia) A strategic route linking the Mashrek countries A full strategic route from the European Mainland via a tunnel under the Straights of Gibraltar, through the Maghreb and Mashrek countries and Turkey, via a tunnel under the Marmary (Bosphorus), to link back to the European Mainland. Bilateral and multilateral rail transport agreements are limited in the region. Moreover, many sub-regional initiatives pertaining to rail transport (e.g. ESCWA Agreement on International Railways, see after in the document) are either not fully adopted by the member countries or not actually implemented. As for the important UNECE rail conventions and the recommendations of the International Union of Railways (UIC), these have been adopted by few countries only (e.g. Syria implements the basic international rail conventions; Morocco is an active member of the UIC and applies all standards of this union; Turkey is also an active member of the UIC and adopts all relevant UIC standards concerning railway infrastructure, rolling stock and railway operations), and neglected by many others Available plan and regulations Rail Available plans refer to the following organisations: ESCWA (United Nations Economic and Social Commission for Western Asia, The United Nations Economic and Social Commission for Western Asia (UNESCWA or ESCWA) was established in 1973 (then as the UN Economic Commission for Western Asia) to encourage economic cooperation among its member states. It is one of five regional commissions under the administrative direction of United Nations headquarters. The ESCWA has 13 member States, and reports to the UN Economic and Social Council (ECOSOC). Member States are: Bahrain, Egypt, Iraq, Jordan, Kuwait, Lebanon, Oman, Palestinian Authority, Qatar, Saudi Arabia, Syrian Arab Republic, United Arab Emirates, Yemen. UNECE (United Nations Economic Commission for Europe, The United Nations Economic Commission for Europe (UNECE) is one of the five regional commissions of the United Nations. It is the forum where the countries of western, central and eastern Europe, central Asia and North America 56 countries in all come together to forge the tools of their economic cooperation. That cooperation concerns such areas as economic cooperation and integration, energy, environment, human settlements, population, statistics, timber, trade, and transport. Standardisation/Regulations Framework includes the UIC (International Union of Railways, the worldwide organisation for railway cooperation. It is active in all the fields involved in developing rail transport.

58 _2300_D of Land Applications Due to the fact that these are local applications, the opportunities for GNSS applied to survey and geotechnical services (onshore and offshore) are typically linked to National policies, such as those related to geo-and structural monitoring, water resources and geohydrology management, land survey and maps production. For this market, world-wide commercial providers (such as FUGRO) provide such services using DGPS ground network infrastructure (as described in D01). Thus the GNSS market uptake for these applications is linked to National initiatives and investments (for example, on April 2007 the Syrian Ministry of Local Administration and Environment issued a call for the supply a turnkey solution for Integrated GIS (Geographic Information System) Solution for the municipalities of Syrian cities: Damascus, Homs, Tartous, Lattakia, Deir Ezzour). The MEDA area seems to be still an immature market for precision farming applications Road The amounts allocated for road maintenance are insufficient to meet the needs. Poor road maintenance in MEDA countries is a major concern for international financing institutions. Analysis of trends in MEDA Region is reported here after for road applications that have been considered of interest in some countries of the area. Similarly to the Land applications, most of them are local applications (but for the road freight transport), and depend on National priorities concerning the road sector development. According to the Euro-Med Transport study 11, some countries have GIS based road network inventory and condition data whilst others were in the process of developing it, and others were still paper based Road safety GNSS use in ITS Intelligent Transport Systems for road applications basically target two main user categories: Traffic Authorities and Agencies (such as municipalities and road infrastructure operator) Mass market users. For the first category, the opportunities of technology implementation and diffusion (and thus GNSS among various technologies) strongly depend on the development status of the road infrastructure networks, and priorities ranging of the National governments. For example designing and implementing a Road Safety Action Plan that tackles and improves all safety 11 Technical Note 1 Existing Transport Infrastructure Review

59 _2300_D of 91 aspects including institutional, enforcement, infrastructure, superstructure and technological aspects, is a key element for stimulating development of GNSS-based ITS. According to researches performed in and based on MEDA actors feedbacks, attention is given to road safety by most of MEDA countries, especially for urban areas. Indeed, regulatory and enforcement establishment pertaining to this issue, and infrastructure dimensions are not developed enough. Some countries have already installed and running ITS solutions for road traffic in particular in sensitive and strategic areas, as an example a camera-based system is used in Egypt for monitoring the traffic on the Suez Channel Bridge. The second category includes personal/in car GPS solutions for road info-mobility and guidance applications. These are diffused in Israel, and as in line with the advanced technology development of the country. Implementation of solutions for personal/in car GPS solutions is in early stage in Morocco, thus envisaging possibility to a wider diffusion in the next 5-10 years. A mass-market personal/in car GPS solution has been launched by an UEA company expanding towards the Lebanon market, as detailed later in this document Road freight The road haulage sector is not optimally structured and organised; the fragmentation of operators dominates the market, the level of professionalism of the industry does not sufficiently match international standards, and agreements governing international road transport need further improvements and fine-tuning. However regulation and harmonisation of the International Road Freight Industry is starting. There is an abundance of bilateral road transport agreements in the region, which may lead to confusion for carriers and to conflicts between agreements, especially when engaged in triangular transport. There are already some multilateral initiatives aimed at regulating and harmonising road freight transport between countries. Road freight development is linked to both National and sub-regional policies, when related to international traffic over corridors. As already mentioned in the section dedicated to maritime, due to the development of internal connections and spatial reasons (especially or the Northern African countries, much development and population is concentrated close to the Mediterranean coastline), the sea has a very high share in MEDA shipping movements Road tolling The payment of a charge for road usage is diffused as a means of motorway financing and operation - by paying a road charge, travellers can help finance the transport infrastructure

60 _2300_D of 91 (Morocco for example has 611 km of tolled motorways, and ADM is part of ASECAP - Association des Sociétés Européennes Concessionnaires d'autoroutes à Péage 12 ). There is no clear regional or sub-regional plan on the Electronic Fee Collection. Some countries (Morocco, Egypt, other.) have implemented the payment of a charge for road usage as a means of motorway financing and operation - by paying a road charge, travellers can help finance the transport infrastructure. According to the research outputs, most of MEDA countries are still immature for GNSS introduction for road tolling applications, in terms infrastructure management organisation and scheme. With the exception of Morocco, that is perceived by as the most mature country where GNSS-based road tolling could have a market in next 5-10 years: tolled motorways are managed by a private operator, that is member of ASECAP. Some of ASECAP members are already using GNSS-based Electronic Fee Collection solutions, and this could be an element for stimulating Morocco through GNSS-service market uptake for the road sector Public safety-security applications As defined in D02, this category includes applications for personal mobility and mobile workforces management, for: Remote assistance of personnel operations Support coordination emergency/safety critical situations Field Automation Coordination and support during relief. Similarly to the Land applications, these are local applications. Moreover, they are based on personal and car devices, for both mass market and professional uses. Thus the opportunities for GNSS is mostly related to technological development level in a country and National investments, typically related with safety and security strategies. According to the research outputs, in the MEDA area panorama, Israel seems to be the country where these two conditions are met: advanced technological development and strong national interest towards implementation of security. As a matter of example, the security of maritime ports is among the key challenges. Capability to provide authorities with technology for decision-making and improving law enforcement procedures is a National priority that can stimulate investment in GNSS (and specifically for this application, EGNOS/Galileo can provide a real added value) 12 European professional Association of Road Infrastructures Operators. It gathers and represents 126 organisations that manage a toll network of more than 24,000 km in 17 countries

61 _2300_D of 91 An interesting case is the call issued on April 2007 by the United Nations Development Programme, for the supply of a GPS-based Vehicle Tracking System for Syrian Customs. This includes the delivery, with the purpose monitor transit fleet for the customs checkpoints.

62 _2300_D of 91 4 ALGERIA Annex Algeria

63 _2300_D of 91 5 EGYPT Annex Egypt

64 _2300_D of 91 6 ISRAEL Annex Israel

65 _2300_D of 91 7 JORDAN Annex Jordan

66 _2300_D of 91 8 LEBANON Annex Lebanon

67 _2300_D of 91 9 MOROCCO Annex Morocco

68 _2300_D of PALESTINIAN AUTHORITY Annex Palestinian Authority

69 _2300_D of SYRIA Annex Syria

70 _2300_D of TUNISIA Annex Tunisia

71 _2300_D of TURKEY Annex Turkey

72 _2300_D of MEDA GNSS SUBREGIONAL PLANS 14.1 CONTEXTS Based on the analysis of present scenarios/trends: The regional role of transport infrastructure in the MEDA region can be considered as an aid to focusing investment also in the GNSS technologies Moreover, it drives the identification of possible regional and subregional opportunities for GNSS services implementation, in three transport domains: Civil Aviation, Maritime and Freight Transport. The first two domains are stimulated by international regulation and safety requirements, while multimodal transport corridors within the region result in a potential for GNSS services applicability in for the freight transport. A different subregional division has been conceived for the transport domains: Civil Aviation and for Land transport (maritime and freight international traffic). Indeed, as already detailed in the Analysis of the inputs, initiatives and regulations/trends normally stimulate establishment of organisations and agreements (either at regional level, such the EURO-Mediterranean one, or sub-regional and bilateral ones). Some of them can have also wider extension up to adjacent regions (as for example COMESA). In the following, possible GNSS services opportunities at subregional levels are described, as resulting from the analysis of the existing initiatives and regulations. Initiatives in adjacent regions are reported, as GNSS development in adjacent countries is perceived by (also considering the feedbacks by the MEDA actors) a key element, capable to stimulate similar development in the MEDA countries. These can be either initiatives in adjacent countries only, either some MEDA countries sharing policies/agreements with adjacent regions (as in the case of MIDANPIRG or COMESA) CIVIL AVIATION Since 1944, ICAO recognized that, in order to facilitate the planning and implementation of civil aviation infrastructures and services, there was the need to subdivide the world into air navigation regions. The main reasons behind this structure were the followings. The operational and technical problems inherent in different parts of the world varied considerably

73 _2300_D of 91 Typically the requirements for air navigation infrastructures and services belong to consultation among a limited number of States, rather than world-wide consultations. The geographical limits of such regions were defined also according to considerations of a non-operational or non-technical nature, like geopolitical and climatological conditions that prevail in certain areas of the world and the means by which these requirements can be met in those areas. With regard to the MEDA Countries, three ICAO regions have to be considered: the Middle East region, which includes within the others, the following MEDA Countries: Egypt, Israel, Jordan, Lebanon and Syria the African region, which includes within the others, the following MEDA Countries: Algeria, Egypt, Morocco and Tunisia the European-Mediterranean region, which includes within the others, the following MEDA Countries: Algeria, Morocco and Tunisia. For what concern the GNSS services introduction in civil aviation, in the frame of each ICAO region, dedicated groups have been created and plans have been defined as implementation of the regional strategies; these have been illustrated in the previous section Different sub-regional initiatives have been developed in the last years about the air navigation infrastructures and services, including of course the GNSS. These have been mostly created in order to foster the cooperation between the European and the MEDA partners, with impacts on both technical than operational aspects, and positive effects on the development of commercial opportunities for the different partners, a development of new MEDA regional airspace capacity, and an increase of the safety levels. Within the others, the following initiatives are reported. ACAC, which includes all the MEDA Countries with the only exception of Israel, has been described in the section AEFMP. Important example is the AEFMP group (composed by Civil Aviation Authorities and/or Air Navigation Services Providers of Algeria, Spain, France, Morocco and Portugal), created in the 1991 with the aim of harmonise the actions required to improve and harmonise the traffic flow in the air-space under the responsibility of the member states (the composition of the air-spaces is shown in the following figure). The AEFMP has defined a convergence plan for the harmonisation of the Air Navigation System.

74 _2300_D of 91 Figure 11 AEFMP Airspace Euromed Aviation project It has been launched in January 2007 and addresses five main components: aviation market, security, safety, environment and air traffic management (ATM). It has duration of three years, and the final objective is to produce the Roadmap towards the implementation of the Common Aviation Area, performing all the preparatory work (training and technical assistance) and the needed impact assessment. The need for such Mediterranean Common Aviation Area was agreed during the Euro-Mediterranean Ministerial Conference on Transport on December 2005, in order to: foster an open, healthy and competitive regional aviation market improve aviation safety, air transport security and environmental friendliness of air transport in the MEDA region support regional ATM cooperation and harmonisation. BLUE MED The BLUE MED, co-funded by the DG-TREN within TEN-T network, is managed by ENAV and carried out by a group of Mediterranean Air Navigation Service Providers, DCAC (Cyprus), HCAA (Greece) and MATS (Malta). MEDA partners are OACA (Tunisia) as an associated partner, and NANSC (Egypt) which today have a role of observer, but is proposing him to become associated partner. In addition, Jordan ANSP has requested to participate in such activities.

75 _2300_D of 91 Figure 12 BLUE MED related area The objective of BLUE MED is to jointly study the feasibility of implementing Functional Air Blocks (FAB) over the area, as required by the Single European Sky (SES) legislation. A two-year feasibility study (until end 2007) is investigating the most appropriate regional scenarios to fulfil the Operational Air Traffic Requirements in the region, to identify FAB architecture. In addition, technological, economical, safety and legal aspects related to SES implementation are analysed. At the conclusion of the BLUE MED Feasibility Study, a detailed Definition Phase will take effect and last until 2010, followed by the implemented in the area from 2010 to EMAC EMAC (Europe Middle-East Air Traffic Management Coordination) is a sub-regional mechanism to foster cooperation in air traffic management, between Cyprus, Egypt, Jordan, Lebanon, and Syria, as well as with other European and International Bodies on all Air Traffic Management matters. It produced a platform for regional co-operation stemming from the EMAC Protocol, and a framework plan yearly reviewed to consider regional and/or national ATM developments. A Cooperation Agreement between EMAC and EUROCONTROL is in place, for the development of mutually beneficial inter-regional cooperation and the possibility of extending the Single European Sky in the region. Moreover, an Action Plan has been prepared based on different areas of cooperation: ATM Safety; Airspace Organization and Structure; Training; Improvement of ATM Coordination Procedures; Aeronautical Information Services; Flow Management. CRISTAL-MED CRISTAL-MED is a project about the operational introduction of ADS-B in the Mediterranean region. In the first phase of the programme, a consortium of European ANSP (France, Greece, Malta and Cyprus), coordinated by ENAV, has performed a detailed analysis of the operational aspects related to the introduction of the ADS-B (1090 Extended Squitter) in

76 _2300_D of 91 specific airspaces: the Operational Services and Environment definitions have been derived for these specific operational scenarios. Such surveillance applications require high integrity of the transmitted position information that would take advantage from the European GNSS elements. Such Mediterranean project is part of the EUROCONTROL CASCADE project which sees the participation of the Turkish ANSP. In the frame of such activities, a ground ADS-B station is under development in Trabzon, done in close coordination with the Italian ANSP ENAV based on a Memorandum of Understanding between the two service providers LAND TRANSPORT According to policies common to two or more countries, or applicable/extendible at regional/sub-regional levels, in the maritime and freight international traffic, two criteria can be identified for sub-regions identification in the MEDA area: Reflecting actual trade movements between countries and also being capable of being developed within a multimodal framework Taking into account the transport corridor strategies and priorities, as focussed by the Communication of the Commission on the "Extension of the major trans-european transport axes to the neighbouring countries" (previously detailed) Maghreb, Mashrek and Turkey Next figure shows trade flow from Europe, identifying three main subregional areas 13 : Maghreb (Algeria, Morocco, Tunisia) Mashrek (Egypt, Jordan, Israel, Lebanon, Palestinian Authority, Syria) Turkey (part of CMT, Cyprus, Malta and Turkey). The result of more than eleven years of Euro-Mediterranean cooperation in transport is certainly modest, also it has been an irregular progress in cooperation over time and in different geographic areas, with more development in the Western than in the Eastern Mediterranean. Uncertainties regarding the role of Libya, slow agreement on free trade areas and significant delays at customs border crossings indicate that the most viable solution would be to use existing ports to tranship freight. In the Levant area, continuous linear development, through the MEDA region, has also been hampered because of political instability, such as Palestinian-Israeli conflict, and the Libyan political regime. 13 The identification of the above subregional areas is also supported by the MEDA operators, participating to the freight transport Wide Demonstration 3

77 _2300_D of 91 Turkey has a different geopolitical and physical situation, and it is already linked within some trans-european Transport corridors. Figure 13 Trade Flow From Europe to sub-regional areas (2003) Multimodal Corridors The corridor approach has formed the basic framework by which the EU has focussed its investment efforts to develop transport infrastructure outside of the Union itself. The corridor approach assists in developing The MTIN and cooperation between neighbouring states. Moreover national transport objectives can be more easily incorporated with international transport objectives, including possible investments for new technologies such as GNSS: Three major transport initiatives for the development of corridors: Inframed. This study identified priority projects to meet the transport infrastructure needs for six western Mediterranean countries (the Maghreb countries plus France, Spain and Italy) and to strengthen Euro-MEDA relations. This built on GTMO that specified priority corridors of which the most relevant, for this study, are the Maghreb Union Motorway, the

78 _2300_D of 91 Trans-Maghreb Train and the fixed link across the Straits of Gibraltar (the last one dependently on the development of good rail linkages on each side. Corrimed. The 1997 Corrimed study proposed three transport zones for the development of multimodal corridors. Within an eastern Mediterranean transport zone, it identified two corridors through Turkey and on through Syria, Iraq and Lebanon. The two other zones were a Near East zone (Israel, Palestinian Authority and Egypt) and the Maghreb zone. The study also tended to focus on ports and airports because of the lack of a comprehensive rail network in the MEDA region. MEDA Ten-T. This on-going study has identified 9 demonstration corridors. Five of the corridors are north-north in nature, using maritime links to link up with ports on the Mediterranean coast in the MEDA region. Another north-south corridor (Paris- Bordeaux- Madrid-Rabat and onwards to Dakar) would be a sea link, although this status is dependent on the construction of a fixed link under the Straits of Gibraltar. The remaining corridors are essentially land corridors when within the MEDA region. One covers the MEDA region only (Rabat to Cairo) and two others (starting/terminating in Alexandria) pass through countries on the eastern Mediterranean before linking up with the TEN-T network. Figure 14 MEDA Ten-T proposed corridors However, when the proposed corridors and connections are set in the present situation, it appears clear that huge obstacles hinder them.

79 _2300_D of 91 Indeed, in order to provide a successful multimodal/intermodal system, it is fundamental to ensure that the various transport modes and legs involved in the transport chain and interoperable and well connected. It appears these issues are not fully achieved within or among MEDA countries and transport logistics in the MEDA region can be described as relatively underdeveloped. Road linkages between neighbouring MEDA countries exist and that, in principle, a highway system linking Morocco to Turkey exists, notwithstanding huge problems with actual road condition and the ability of the road network to cope with large capacities. For road connections, road condition and the ability of the road network to cope with large capacities are the main obstacles for the road linkages between neighbouring MEDA countries exist (in principle, a highway system linking Morocco to Turkey exists) Motorways of the sea Two of the designated sea motorways are located in the Mediterranean basin, the South Eastern and South Western axes: An extension from the Mediterranean through the Suez Canal towards the Red. Extension of the motorway of the sea of Western Europe towards Norway in the north and towards Morocco in the south Extension of the motorways of the Mediterranean Sea towards North Africa and Middle East, including the Red Sea and beyond Extension of the motorways of the Mediterranean Sea to the Black Sea. Critical parameters for efficient Sea Motorways are linked to: Quality of port infrastructures & port services Quality of maritime services Intermodal services In the short and medium-terms perspectives, GNSS services market can be an opportunity for investments COMESA SUBREGIONAL INITIATIVE COMESA ( was funded in December 1994; as defined by its Treaty, it was established 'as an organisation of free independent sovereign states which have agreed to co-operate in developing their natural and human resources for the good of all their people'. COMESA main focus is on the formation of a large economic and trading unit that is capable of overcoming some of the barriers that are faced by individual states. COMESA's current strategy is looking to economic growth through regional integration for its 19 member states (see figure). M COMESA achievements are the following:

80 _2300_D of 91 A Free Trade Area, since A Customs Union, defined as a merger of more customs territories into a single customs territory, in which customs duties and other measures that restrict trade are eliminated for substantially all trade between the merged territories. Egypt has adopted a Road Map that outlined programmes and activities whose implementation was necessary before the launching of the Union; it is expected that the launch will be achieved by the year Assist the achievement of Trade Promotion, through Trade liberalisation and Customs cooperation, including the introduction of a unified computerised Customs network across the region; improvement of the administration of transport and communications to ease the movement of goods services and people between the countries; creation of an enabling environment and legal framework which will encourage the growth of the private sector, the establishment of a secure investment environment, and the adoption of common sets of standards; the harmonisation of macro-economic and monetary policies throughout the region. A relevant initiative faces with import-export of tax-free trade among COMESA countries for European manufacturer of GNSS devices. COMESA resources will enable strengthen its programmes in the sectors of economic integration, trade liberalization, development of transport and communications infrastructure and sustainable development of the region s economic resources. Regarding transport, the following topics are input for the COMESA agenda: Air transport liberalization Road Network infrastructure Rail Network infrastructure Shipping routes and Cargo handling in main ports Regarding telecommunications the establishment of a Regional Communication Network is in the agenda. Among MEDA countries, only Egypt is part of COMESA (see figure). Recently Egypt committed to support COMESA regional infrastructure programmes and Jordan signed a MoU (Memorandum of Understanding) for cooperation in the sectors of trade, tourism, and technology transfer.

81 _2300_D of 91 Figure 15 COMESA Member States 14.5 UN-ESCWA SUBREGIONAL INITIATIVE UN-ESCWA is the United Nations - Economic Commission for Western Asia. It is a part of the Secretariat of the United Nations and is one of the five regional commissions which report to the Economic and Social Council, the principal organ of the United Nations responsible for coordinating economic and social activities in the United Nations system. ESCWA promotes economic and social development through regional and subregional cooperation and integration, and serves as the main general economic and social development forum within the United Nations system for the UN-ESCWA region. It formulates and promotes development assistance activities and projects commensurate with the needs and priorities of the region and acts as an executing agency for relevant operational projects. UN-ESCWA coordinates its activities with those of the major departments/offices of the United Nations and of specialized agencies and intergovernmental organizations, with a view to avoid duplication and ensure complementarity, synergy and exchange of information. ICAO MID Office, the League of Arab States, the Gulf Cooperation Council and the Organization of the Islamic Conference are among the entities liaisoned with the ESCWA.

82 _2300_D of 91 The administrative budget of UN-ESCWA is funded from the financial resources of the United Nations, the major portion of which comes from the contributions of member States. Furthermore, UN-ESCWA receives additional financial resources from outside the regular budget, which are used to implement specific projects in accordance with agreements reached with governmental and non-governmental donors. The amount of these resources varies from one period of time to another, depending on numerous considerations and circumstances. The ESCWA has 13 member States: Bahrain, Egypt, Iraq, Jordan, Kuwait, Lebanon, Oman, Palestine Authority, Qatar, Saudi Arabia, Syrian Arab Republic, United Arab Emirates (see figure). Figure 16 ESCWA Members The majority of ESCWA activities under the regular programme of work are regional in dimension. There are, however, a limited number of activities that are country-specific, but have regional implications. Information and Communication Technology and Regional Integration are among ESCWA programmes, such as: Trade and Transport Facilitation in the ESCWA East Mediterranean Countries Land Transport and road safety