1 Introduction

The "Regional Transport Action Plan" ("RTAP") was prepared during 2006 and 2007 and approved and adopted during a High Level Conference on the "Extension of the Major Trans-European Transport Axes of the Mediterranean Region", held in Lisbon, on 3rd December 2007.

The aim of the RTAP is to assist the EuroMed Partner Countries to improve their transport networks and to integrate their transport systems within the region and between the region and the European Union.

To this effect, the RTAP comprises 34 actions, covering the maritime, road, railway, civil aviation and multimodal sectors. Some of the actions also deal with sustainability issues.

The actions are to be implemented by the EuroMed Partner Countries with the assistance of the European Union, consultants and other advisors. Some of the actions are to be implemented in the short-term, i.e. by 2009, or in the medium-term, i.e. by 2013. Not all actions are relevant to all countries in the same way.

This "Mid-Term Review" of the Regional Transport Action Plan ("RTAP") is governed by Action 32 of the RTAP. This action demands that "The Euro-Mediterranean Transport Forum as the main platform for the discussion, monitoring and regular update of the RTAP shall deliver a mid-term review of the RTAP by the end of 2009 and a final review report by mid-2013…".

The aim of this Mid-Term Review is to present the EuroMed partner countries' compliance with the aims and targets of the RTAP. The report is based on the information provided by the partner countries during various meetings of the Working Group "Infrastructure and Regulatory Issues". The information relating to the road and rail actions is based on the project's "Status Report on the Implementation of the Regional Transport Action Plan (RTAP) Actions & Recommendations for Further Implementation" (Road and Rail Study).

In addition, some countries provided input via the internet monitoring tool developed by the EuroMed Main Contract (http://www.euromedtransport.org/monitoring_tool/).

2 Structure of the Mid-Term Review

In the first part, the report lists and quotes all RTAP actions and shows the level of compliance of each EuroMed country. In the second part, the report lists all countries and shows the level of compliance with the various actions. [I will prepare this once we have all the relevant information]

3 Level of Compliance by Action

3.1 Action 1It is essential that transport planning and policy are better coordinated at different levels, more specifically between national master plans or transport strategies, the ENP action plans and the Euro-Mediterranean partnership. Actions proposed in the RTAP should therefore be tailored to the national needs and reflected in national transport strategies and/or, if relevant, the ENP action plans.

3.1.1 Algeria

3.1.2 Egypt

3.1.3 IsraelThe country's transport policy (national master plan, transport strategies, etc) does reflect the RTAP.

The RTAP is reflected in the bilateral ENP, in project appraisals and approval procedures, in budgeting and regulation revisions.

3.1.4 Jordan

3.1.5 Lebanon

3.1.6 MoroccoThe country's transport policy (national master plan, transport strategies, etc) does reflect the RTAP.

The RTAP is reflected in the Ministry's action plan for the period of 2008-2012.

3.1.7 Palestinian Authority

3.1.8 Syria

3.1.9 Tunisia

3.1.10 TurkeyThe RTAP is not reflected in the country's transport plans.

3.2 Action 2Mediterranean Countries are encouraged to work towards the assignment of the tasks of port and terminal management, on the one hand, and regulation, on the other hand, to different autonomous agencies. Port and terminal management should be decentralized, for instance, through private sector concessions. The concept of

port community could be installed within each port. The European Commission is called upon to support the transfer of know-how, inter alia, through twinning activities and the dissemination of best practices.

3.2.1 Algeria

3.2.2 EgyptThe tasks of port and terminal management are already separated from the regulatory tasks in the main commercial ports (Alex, Damitta, Port-said and Sokhna, Adabiya).

The MoT aims for the establishment of a Port Market Regulatory Agency. In May 2009, Technical Assistance has been requested for this purpose from the World Bank. It has been approved in September 2009.

The private sector participates in ownership mostly through concessions, BOT or BOOT. Examples include: Sokhna port, East Port Said port (first and second phase), several container and petrochemical terminals.

There are already "port communities" for the ports of Alexandria, Damitta and Sokhna (joint promotion activities among stakeholders, use of a common IT system, etc). The implementation is in progress in Port-Said.

All Egyptian port authorities have bilateral agreement with European counterparts.

The port of Alexandria participates in the Motorways of the Sea project where it is linked to the ports of Trieste and Koper.

3.2.3 IsraelIn the ports of Haifa, Ashdod and Eilat the tasks of port and terminal management are already separated from the regulation.

The private sector is involved in the following ports: Israel Shipyard Port at the port of Haifa, Israel Chemicals at the port of Ashdod, and Chemical Terminals at the port of Haifa.

There are already "port communities" for the ports of Haifa, Ashdod and Eilat (joint promotion activities among stakeholders, use of a common IT system, etc).

The port of Haifa is twinned with the port of Trieste (Italy). Israel participates in the Motorways of the Sea project.

No ports take participate in other projects.

3.2.4 JordanThe tasks of port and terminal management are already separated from the regulation:Aqaba Development Corporation (ADC), the central development body for Aqaba Special Economic Zone ASEZ/ Jordan, owns, manages, maintains and is responsible for the development of the strategic assets of ASEZ which include the port of Aqaba.

ASEZA is the financially and administratively autonomous institution of Jordan responsible for regulation of Aqaba port.

There are already private sector concessions in the ports:The container terminal is managed and operated by Aqaba Container Terminal (ACT), a joint venture established in 2006 between ADC and A.P.Möller Terminals.

There are no "port communities" for the ports (joint promotion activities among stakeholders, use of a common IT system, etc):There is, however, an ongoing project to establish Aqaba Port Community and to install a VTS system.

Aqaba Development Corporation, as a member of a consortium, adopted in 2008 a strategy to establish and develop Aqaba Port Community System and EDI. Stage One of the project is in the process to complete a feasibility study for the Aqaba Port Community System with all government ministries and agencies and with all private industry and trading associations.

Some ports are twinned with other ports or engaged in other regional/international cooperation with ports:There is an ongoing initiative to sing a Twining Agreement between Aqaba Port and Marseille Port Authority in addition to Jordan's Motorways of Sea Pilot Project which invited Genoa Port Authority to join a Jordanian consortium.

The ports participate in other projects, thereby disseminating best practice:Jordan is participating in the Motorways of Sea Project. Jordan's proposal contained all requirements of the call for pilot projects for the Motorways of the Sea project.

3.2.5 Lebanon

3.2.6 MoroccoThe law on port reform became effective on 5th December 2006. The main aims of the law are:

Clarification of roles between the public and private sector; Introduction of competition within and between ports; and Modernisation of the employment rules.

The main results of the law are:

the creation of the Agence Nationale des Ports (a public and private joint venture) and Marsa Morocco (a limited company with public capital);

the introduction of single handling; the abolition of hired port workers; the introduction of competition in the port of Casablanca, with the arrival of a

second operator (Somaport), formed from stevedoring companies operating at the port; and

Port terminal concessions have been signed between the Agence Nationale des Ports and Marsa Morocco; and between the Agence Nationale des Ports and SOMAPORT.

Port concessions exist mainly at the ports of Casablanca, Jorf Lasfer and Tangier Med I and II.

An information system called Portnet is being developed for the benefit of the port community in the port of Casablanca. This system will act as an one-stop shop for all stakeholders and will be extended in a second phase to the national ports system.

Tangier Med has twinning arrangements with ports in Spain, Asia and the USA. Casablanca has similar arrangements with several European and African ports.

Morocco participates in various port development projects in Africa.

3.2.7 Palestinian AuthorityThe Seaport of Gaza was designed on the basis to be a landlord model, in which management is separated from the Seaports Authority (regulator). Port construction and operations were stopped after military actions in Gaza.

There is no port concession yet, however, they are planned.

In Gaza port, there is a Port Community, but it is not active.

Gaza port is part of the Arab Union for seaports. So far, it is not twinned with EU ports.

Gaza Port participates in the Arab Union for Seaports programmes and projects.

3.2.8 SyriaPort and terminal management are already separated from the regulation in: Tartous container terminal is operating as concision; and Latakia container terminal is operating as management contract with a revenue

sharing agreement.

There are a number of port communities. Aggrements have been signed with Arabic and European ports on the basis of cooperation (technical, training and rehabilitation, exchange of experts…).

Ports are twinned with other ports or engaged in other regional/international cooperation with ports.

Ports participate in other projects, thereby disseminating best practice (especially with neighbouring countries).

3.2.9 TunisiaThe OMMP has disengaged itself from operations and has focused its interventions on sovereign issues (monitoring, security, safety).

Several specialised terminal concessions were granted to public enterprises (for cereals, chemicals etc..). A concession to construct and operate a cruise terminal has been granted to a private operator at the port of La Goulette. Several other private concessions are under negotiation.

Under the Code of Seaports issued by law No. 2009-48 of 8 th July 2009, each port has a port community committee comprising all stakeholders (government and operators). The community committee is involved in port operations and gives its

opinion on proposed port developments. A national council of trade ports adopts the general strategy of port development.

There are cooperation agreements and bilateral pairings with Arabian and Mediterranean ports which are limited to exchange of experiences and information or assistance on specific topics (safety, environmental protection).

Through the implementation of the pilot Motorways of the Sea project on the axes Rades - Marseille and Rades - Genoa, good experience has been gained which will be used for other ports and other shipping lines.

3.2.10 TurkeyThe tasks of port and terminal management are not separated from the regulation.

Bandırma, İzmir, Samsun, Derince, and Mersin ve İskenderun ports of Turkish Railways, were privatised.

Port of Mersin’s privatisation was completed on 11th May 2007. PSA-Akfen O.G.G bought the 36 years concession for 755 million USD.

The privatisation of the Port of İskenderun was cancelled by decision of the Privatisation High Commission.

The privatisation process for the Port of Bandırma started on 20.02.2008 and was completed on 16.05.2008. Çelebi Ortak Girişim Grubu offered 175 million USD. The franchise agreement has been signed and sent to the State Council for their review.

The privatisation process for the Port of Samsun started on 20.02.2008 and was completed on 16.05.2008. Ceynak Lojistik ve Ticaret A.Ş. offered 125 million USD. The franchise agreement has been signed and sent to the State Council for their review.

The privatisation process for the Port of Derince started on 21.06.2007 and was completed on 12.09.2007. Türkerler Ortak Girişim Grubu offered 195.25 million USD. The franchise agreement has been signed and sent to the State Council for their review.

The concession to operate the Port of İzmir was awarded to Global-Hutchison-EİB OGG, which offered 1.275 billion USD. The Privatization High Commission accepted the decision on 03.07.2007. The contracts are waiting for ratification.

Privatization CompletedPort Date of Approval Date of Signature Price

Mersin 07.11.2005 11.05.2007 755 Million USD

Privatization Tender CancelledPort Date Of Tender Cancelling Date Of Tender

Iskenderun 11.07.2005 06.02.2007

Ports that Obtained Approval of High Commission and are Waiting for Contract Signature

Port Date of Approval Price (USD)Izmir 03.07.2007 1.275.000.000Derince 22.11.2007 195.250.000

Bandirma 19.09.2008 175.500.000Samsun 19.09.2008 125.200.000

A port community exists for the port of Marport (http://www.marport.com.tr/).

Marport is twinned with Alexandria port within the first phase of the MoS project.

Mersin is twinned with Trieste port within the second phase of the MEDA MoS.

Some private ports are also in close cooperation with foreign ports.

3.3 Action 3Continue work on the simplification of customs procedures in line with the recommendations of the Euro-Mediterranean Trade Ministerial Conference (Palermo recommendations), taking into account the commitments made in the context of the WCO SAFE Framework of Standards to Secure and Facilitate Global Trade and, whenever applicable, those in the framework of the ENP Action Plans. Technical support in this regard will be provided by the EuroMed MoS project.

3.3.1 Algeria

3.3.2 EgyptThe Single Administrative Document is not used.

3.3.3 IsraelThe customs procedures are in line with the Palermo recommendations.

The Single Administrative Document is not used.

3.3.4 Jordan

3.3.5 Lebanon

3.3.6 MoroccoThe customs procedures are in line with the Palermo recommendations.

The Single Administrative Document is used.

3.3.7 Palestinian Authority

3.3.8 Syria

3.3.9 Tunisia

3.3.10 TurkeyThe customs procedures are not in line with the Palermo recommendations. The Undersecretary for Custom is in charge of this issue. There is no time schedule to align the customs procedures with the Palermo recommendations.

The Single Administrative Document is not used.

3.4 Action 4Elaborate national measures for the reduction of dwell times in container terminals with the support of the EuroMed Motorways of the Sea (MoS) project. These measures should be used by each port management authority as a basis for their annual business plans.

3.4.1 Algeria

3.4.2 Egypt

3.4.3 IsraelA national plan for the reduction in dwell times has been prepared. As a result, free storage duration was reduced. There is also a plan to deregulate the storage tariffs in the ports.

Dwell times are part of the business plans of the ports of Haifa and Ashadod.

3.4.4 JordanThere is a plan for the reduction in dwell times for the Aqaba Container Terminal KPIs.

The dwell times in container terminals have been reduced from 12 day to 8 days.

Dwell times are part of the Joint Venture Development Agreement singed between ADC and APMT Muller.

3.4.5 Lebanon

3.4.6 MoroccoA national plan for the reduction in dwell times has been prepared and was adopted in December 2007. This is a roadmap outlining the responsibilities of the public and the private sector.

As a result, dwell times have been reduced from 12.5 days to 11 days in Casablanca.

Dwell times are part of the business plans of the main ports.

3.4.7 Palestinian AuthorityThere is no national plan for the reduction in dwell times. Gaza port is not operational.

3.4.8 SyriaThere is a national plan for the reduction in dwell times. The most important purpose of handing Tartous and Lattakia ports to the private sector was to raise the service level. New equipment was purchased (mobile and gantry cranes, IT Systems).

Dwell times were reduced in Tartous &Lattakia by almost 50%.

Dwell times are part of the ports' business plan.

3.4.9 TunisiaReducing turnaround time of vessels is a component of the master plan for port development which is being revised to reflect the new requirements of shipping and the national economy.

A significant reduction of dwell times was observed after optimizing performance indicators and by acquiring new equipment.

3.4.10 TurkeyThere is no specific policy document for the reduction of dwell times at ports. However, private ports adopt individual solutions.

Dwell times in public ports have not been reduced. However, dwell times are part of the business plan of Altaş port (http://www.altasliman.com/en/index.php).

3.5 Action 5Introduce in the short-term the recommendations of the IMO-FAL Convention for standardizing basic reporting formalities of ships when arriving and/or departing from ports so that documentation can be accepted equivalently in all regional ports. Technical support in this respect shall be provided by the EuroMed MoS project.

3.5.1 Algeria

3.5.2 Egypt

3.5.3 IsraelDue to security considerations, the IMO-FAL forms are implemented partially at Haifa, Ashdod and Eilat.

3.5.4 Jordan

3.5.5 Lebanon

3.5.6 MoroccoThe IMO-FAL convention has been implemented in the port of Tanger Med.

3.5.7 Palestinian Authority

3.5.8 Syria

3.5.9 Tunisia

3.5.10 TurkeyTechnical studies to implement the IMO-FAL convention have already been completed. However, official procedures are in still progress.

3.6 Action 6Mediterranean Countries are encouraged to assess the performance of competition related reforms in their national shipping sectors and to produce recommendations for the removal of factors distorting competition. The working group on ‘maritime transport’ of the Euro-Mediterranean Transport Forum is called to monitor this activity in the short-term. The EC should provide external expertise as required.

3.6.1 Algeria

3.6.2 Egypt

3.6.3 IsraelThe national shipping company Zim was privatised in 2005.

In commercial ports, all shipping companies are subject to the same terms. There are no proposals for further deregulation.

No external EC expertise has been requested.

3.6.4 Jordan

3.6.5 Lebanon

3.6.6 MoroccoA new law governing, inter alia, foreign ship ownership is under preparation. The new law will replace the old law of 1962.

The Directorate of Shipping is part of an institutional twinning project which aims to move the local legislative framework and regulatory standards towards European standards. The project covers security and maritime safety, marine working conditions and prevention of marine pollution by ships.

Under the programme a seminar on illegal discharges was held on 14 th January 2008. An expert mission on the installation of AIS was organised from 7th - 10th January 2008. A mission on vulnerability maps was held from 26th to 30th May 2008. Training seminars for executives on coastal VTS in Tangier are currently ongoing. In addition, expert assistance was requested to conclude a comprehensive agreement in the maritime sector with the EU.

3.6.7 Palestinian Authority

3.6.8 Syria

3.6.9 Tunisia

3.6.10 TurkeyOnce the ports are privatised, competition reforms will be taken into consideration.

There are currently no proposals for further deregulation.

No external EC expertise has been requested.

3.7 Action 7With regard to international conventions and given the pressing need to improve maritime safety and security, priority should be given to the full implementation of safety and security requirements deriving from IMO/ILO regulations. The ISPS security regulation should be implemented efficiently both at the Flag State and Ports levels following the recommendations and with the technical support of the SAFEMED project. Ideally this alignment should already become effective in 2008. The medium-term goal by 2013 is to effect the removal of Mediterranean Countries from the black list and to reach the inspections’ target of the Paris MoU.

3.7.1 Algeria

3.7.2 Egypt

3.7.3 IsraelThe ISPS security regulation at flag state level has been implemented.

The ISPS security regulation at port level has been implemented.

The country is a Contracting State to IMO and the following conventions: IMO Ammend 91, CLC Prot 92, Colreg 72, CSC 72, FAL55, Fund Port 1992, Immarsat C 76, Immarsat OA 76, Imsat Ammend 94 and 98, LL66, Marpol Annex I-III, Oprc 90, Solas 74, Solas Prot 78, Stcw 78, Sua Port 1988, Tonnage 69.

The country is on the white list under the Paris MoU.

The county is implementing the IMDG Code on transfer of dangerous good.

Under SAFEMED, 40 experts have been trained between 2006 and 2009.

3.7.4 JordanAll Jordanian flag vessels are certified by ISPS security regulation.

All port facilities are certified with statements of compliance issued under the provisions of ISPS Code.

Jordan is a member state of IMO since 1973, and ratified 24 IMO International Conventions, and a member state of the Mediterranean MOU for PSC since 1999.

Jordan is not on any list under the Paris MoU.

Aqaba Port has a dedicated division to deal with IMDG.

16 officials have been/are trained by the SAFEMED project annually.

3.7.5 Lebanon

3.7.6 MoroccoThe ISPS security regulation at flag state level has been implemented.

The ISPS security regulation at port level has been implemented.

The country is a Contracting State to IMO and other Conventions.

The country is on the gray list under the Paris MoU.

The county is implementing the IMDG Code on transfer of dangerous good.

Under SAFEMED, 21 experts have been trained between 2006-2009.

3.7.7 Palestinian AuthorityThere is a need for legislations, equipment and training to implement SOLAS XI2 and ISPS Code.

There is a lack of elementary technical equipment, training and institutional strengthening.

The country is a Contracting State to IMO and other Conventions.

The country is not on any list under the Paris MoU.

The country is implementing the IMDG Code on transfer of dangerous goods.

2 officials have been/are trained by the SAFEMED project annually.

3.7.8 SyriaThe country has implemented the ISPS security regulation at flag state level.

The country has implemented the ISPS security regulation at port level.

The country is a Contracting State to IMO and other Conventions.

The country is on the black list under the Paris MoU.

The IMDG Code is applied, Syria joined in 1988.

Under SAFEMED, around 8 experts have been trained annually.

3.7.9 TunisiaThe ISPS Code is implemented on merchant ships flying the flag of Tunisia.

The ISPS Code is applied in the commercial seaports.

Tunisia is a member of the IMO and has ratified most international conventions on safety, security, shipping and maritime labour.

The country is on the grey list under the Paris MoU.

The IMDG Code is applied in the ports in international transport. National legislation based on this code is part of the national land transport code.

Under SAFEMED, 6 experts have been trained in 2006, 8 experts in 2007, 8 experts in 2008 and 1 expert in 2009.

3.7.10 TurkeyThe ISPS security regulation at flag state level has been implemented.

The ISPS security regulation at port level has been implemented.

The country is a Contracting State to IMO and the following conventions: IMO convention 48, IMO amendments 91, IMO amendments 93, Solas protocol 88, Stockholm agreement 96, Load lines convention 66, Colreg convention 72, Csc convention 72, Sfv protocol 93, Stcw convention 78, Stcw-f convention 95, Sar convention 79, Stp agreement 71, Inmarsat convention 76, Marpol 73/78 (annex iv), Marpol protocol 97 (annex vi), CLC protocol 76, CLC protocol 92, Fund convention 71, Fund protocol 2003.

The country is on the white list under the Paris MoU.

The county is implementing the IMDG Code on the transfer of dangerous good.

Under SAFEMED, 15 experts have been trained between 2006 and 2009.

3.8 Action 8The European Maritime Safety Agency (EMSA) is called upon to examine ways for cooperation with the Mediterranean Countries and, on this basis, to define concrete areas of cooperation.

3.8.1 Algeria

3.8.2 Egypt

3.8.3 IsraelThe country is cooperating with the European Maritime Safety Agency (EMSA).

3.8.4 Jordan

3.8.5 Lebanon

3.8.6 MoroccoThe country is not cooperating with the European Maritime Safety Agency (EMSA).

3.8.7 Palestinian Authority

3.8.8 Syria

3.8.9 Tunisia

3.8.10 TurkeyThe country is cooperating with the European Maritime Safety Agency (EMSA). The Undersecretary for Maritime Affairs attends most of the EMSA meetings.

3.9 Action 9Mediterranean Countries are invited to assess, and, when possible, implement, VTS or VTMIS systems in the major Mediterranean ports and coordinate technological solutions between neighbouring ports and coastal areas. The expertise assembled by EMSA and SAFEMED on this as well as on the use of ICT (including GNSS) for improving the efficiency of sea / land interfaces should be used appropriately.

3.9.1 Algeria

3.9.2 Egypt

3.9.3 IsraelAshdod and Haifa have implemented VTS. The port authority has implemented AIS (Analogue Identification System).

There is technical coordination on Community Commercial Procedures Systems with Marseille port and Trieste port.

Parts of the coast lines are covered by VTS or VTMIS system.

3.9.4 JordanAqaba Port Marine Service Company is providing VTS communications to facilitate Pilotage and Tug boat services.

There is no coordination regarding the technical solutions with other ports.

The length of the Jordanian coast line is 27 km and it is totally covered by VTS system.

3.9.5 Lebanon

3.9.6 MoroccoTen ports have implemented VTS.

There is technical coordination with Algeciras port.

Parts of the coast lines are covered by VTS or VTMIS system.

3.9.7 Palestinian AuthorityNo VTS or VTMIS system is installed. A diagnostic study is needed and should be carried out by SAFEMED.

There is coordination regarding technical solutions with other ports through the Arab Union for Seaports.

No part of the coast line is covered yet by VTS or VTMIS system.

3.9.8 SyriaVTS was set up in Lattakia &Tartous ports. The training of technical personnel is ongoing.

There is coordination regarding the technical solutions with other ports.

VTS or VTMIS systems cover the regional waters.

3.9.9 TunisiaVTS exists in the ports of Rades and Goulette. Projects are underway in the ports of Sfax, Gabes and Bizerte.

Exchange of experiences and examining ways of linking the electronic data on ships and goods with the port of Marseille and Genoa are part of the Motorways of the Sea project.

There is no VTS in coastal areas of Tunisia.

3.9.10 TurkeyVTS and VTMIS have been implemented for the Turkish Straits. VTS studies for ports are in still progress.

Exchange of experience and know how exist with non Turkish ports.

Parts of the coast lines are covered by VTS or VTMIS system.

3.10 Action 10A Mediterranean task force comprising officials from the national road administrations should be set up by the Euro-Mediterranean Transport Forum in the short-term to assess adherence to a number of key UN ECE agreements and identify measures to implement these agreements. The task force should also prepare recommendations for the gradual liberalization and harmonization of international road haulage.

3.10.1 AlgeriaAlgeria is a signatory to the following conventions: Convention on Road Traffic from 1949 Temporary Import of Private Road Vehicles TIR (1975) Temporary import Commercial Road Vehicles Customs Convention on Containers

Algeria is also a signatory to the convention on transport and transit of passengers and goods by road between the Maghreb countries.

The Convention establishes rules for access, residence and transit vehicles.

An agreement to transport hazardous materials has also been signed between the Maghreb countries. This agreement classifies products according to international standards and sets the conditions and procedures for travel between these countries.

3.10.2 EgyptEgypt is a member of UN-ESCWA which deals with agreements on international road transport in the Arab Mashrek countries and adopts key UNECE agreements. However, Egypt has not signed any of the key UNECE agreements.

Nevertheless, in 2009 the convention on Road Traffic from 1949 and the Protocol on Road Signs and Signals from 1949 have been signed. These agreements are not considered as key agreements. Egypt is working towards the "AGR Convention of 1975" which defines certain road corridors. Egypt aims to develop these corridors and applies the "Convention on Signs and Signals of 1968" on these roads.

Egypt is not supporting the liberalization of road haulage within its own territory. Furthermore, Egypt does not encourage its own national road haulage firms to do business in other countries. This is due to the fact that the sector is considered as currently not in a position to compete outside Egypt.

However, the MoT has hired advisors to assist with the liberalisation of the transport sector in general. The advisors will prepare an overall assessment of the economic and social advantages and disadvantages of liberalisation of the transport sector.

3.10.3 IsraelThe country has only signed the Convention on Road Traffic of 1968 and the TIR Agreement of 1959.

The general knowledge on the UNECE agreements is low and a discussion and evaluation of advantages for the country of these agreements has not taken place. Further support and know how exchange in this topic is requested.

The road haulage industry has always been controlled by the private sector. However, international road haulage is very limited due to the geopolitical situation.

3.10.4 JordanThe country is only a signatory to the TIR and the CMR agreements.

The knowledge about the UNECE agreements and conventions within the authorities is limited, so a final evaluation of the advantages and disadvantages has not taken place.

The national road transport sector has been liberalised in 2005 and is governed by Road Freight Transport Law No (21) of 2006. The infamous "queuing system" and tariffs have been abolished1.

International haulage companies are allowed to import cargo into Jordan. There are bilateral agreements with Syria, Saudi Arabia, Lebanon and Turkey and many EU countries. In general, foreign trucks are also allowed to export freight back to the home country. However, loading to third countries is only possible if the foreign truck has a special permit. This permit is issued by the MoT if not enough national trucks are available. The demand is verified by the national haulage association. Cabotage is not allowed.

Foreign haulage companies need to pay fees at the Jordanian border if they want to enter or transit Jordan. These fees are designated to maintain, protect and administrate the road infrastructure and are based on bilateral agreements.

The import of containers is not allowed. This is mainly to protect the port of Aqaba and due to reciprocity with neighbouring countries. Further plans regarding the liberalisation of international freight transport do not exist.

Road tariffs have recovered after the liberalisation and enable the companies to investment in new vehicles. This is particularly true for small haulage firms. Larger companies suffered from the adverse effects of liberalisation to a very limited extend.

The Government is well aware of the sector’s problems and introduces deregulation step-by step. This gives sufficient time to the concerned stakeholders to become acquainted with the new measures and to streamline their managerial and entrepreneurial decisions.

1 The "queuing system" was a system to regulate road transport leaving Aqaba port. A truck that wanted to load in Aqaba port needed for each transport a serial number from an office in Rashedia, 35 km north. This serial number indicated the order of trucks. The waiting time of trucks reached up to 10 days due to this system.

3.10.5 LebanonLebanon had accessed the following conventions: TIR Convention (Accession date 24/7/1997) CMR Convention (Accession date 22/3/2006) Protocol to CMR Road Traffic, 1949 Protocol on Road Signs & Signal, 1949 Touring Facilities, 1954 Protocol to Touring Facilities, 1954

Besides, Lebanon is preparing for the ratification of the ADR and AETR conventions. A knowledge exchange on these would be welcomed and would support the evaluation process.

The Lebanese transport market is fairly liberalised. The market share of Lebanese companies in transporting international freight from the ports to the hinterland is about 30%. Nevertheless there are some limitations:

There are market-sharing agreements with some countries (transport to and from Syrian has to be split between Lebanese and Syrian companies); International traffic leaving Lebanon is facing constraints, such as:

o Entrance and/or transit fee for transport within/through Syria;o Entering Syria, containers are considered as goods and not as mode of

transport, so they are charged accordingly;o Containerized goods are not allowed to enter Jordan;o Escort delays, ando Significant border waiting times;

Foreign drivers are not permitted in Lebanon; Cabotage is not permitted in Lebanon.

The Lebanese – Syrian – Jordanian joint committee has agreed during its meeting in 2003 to:

Combine all fees paid at border crossing in one fee; Reduce the combined fee annually by 20%.

The first point was implemented but item two was not implemented.

Transport to and from Lebanon is governed by a plethora of complicated agreements.

3.10.6 MoroccoMorocco has signed the following agreements: E Road network (AGR) of 1975; Convention on Signs and Signals; Weights and Dimensions of 1950; CMR Agreement from 1956; TIR (1959 and 1975); Dangerous Goods (ADR); Perishable Products (ATP); Issue and Validity of Driving Permits of 1975; Temporary Import of Private Road Vehicles; and Customs Convention on Containers

Morocco is also a signatory to the convention on transport and transit of passengers and goods between the countries of the Maghreb. An agreement to transport hazardous materials has also been signed between the Maghreb countries. This agreement classifies products according to international nomenclature and sets conditions and transport procedures between these countries.

3.10.7 Palestinian AuthorityThe country is not a member of the UNO, but has observer status. Therefore, no UNECE conventions have been signed or are planned to be signed.

Due to the political situation the transport sector is mostly limited to the national territory.

Nevertheless, the authorities see many advantages in the liberalisation of road haulage. The authorities are currently working on plans to develop international transport once the borders are fully open.

3.10.8 SyriaSyria has signed the following agreements:

the TIR agreement in 1999; the Convention on Signs and Signals in 2003; and the CMR agreement in 2008

Syria is currently preparing to accede to the ADR agreement. More information on key UNECE agreements would be beneficial. A knowledge exchange on these would be highly welcomed and would support the evaluation process.

Syria is interested in seeing national road haulage companies expanding into other countries. Priorities are Arabic and neighbour countries, with which bilateral agreement exist. Currently only about eight % of transports are international transports.

International haulage to Syria, or transit through Syria, is governed by several bilateral agreements. In general, trucks crossing Syria have to pay transit fees, depending on distance and weight.

The waiting time for clearance at the Syrian border is around one hour, provided trucks move with the daily convoy. Waiting times are the same for all nationalities.2 Container traffic underlies restrictions and imports to Syria from foreign ports are restricted.

The Syrian authorities see the disadvantages of liberalisation in increased traffic and a possible safety decrease. Furthermore, a negative effect on non-competitive local hauling companies is expected. Advantages are expected through increased trade and transit which may lead to increased business for national haulage companies.

3.10.9 TunisiaTunisia is a signatory to the conventions: E Road network (AGR) of 1975; Convention on Signs and Signals; Weights and Dimensions of 1950; CMR Agreement from 1956;

2 Source Asma Sein/ Lebanese hauler synidicate 11.8.2009

TIR (1959 and 1975); Harmonization of border controls for goods; Dangerous Goods (ADR); Perishable Products (ATP); Issue and Validity of Driving Permits of 1975; Temporary Import of Private Road Vehicles; and Customs Convention on Containers

Tunisia is also a signatory to the Convention on Transport of passengers and goods by road between Maghreb countries. This convention establishes rules for access, residence and transit of vehicles.

An agreement to transport hazardous materials has also been signed between the Maghreb countries which classifies products according to international standards and sets the conditions and procedures for travel between these countries.

3.10.10 TurkeyAs of July 2009 Turkey has signed the following UNECE agreements: E Road Network AGR of 1975 E Combined Network AGTC of 1991 Global Vehicles Regulation of 1998 AETR Agreement of 1970 TIR Agreement of 1959 CMR Agreement of 1958

The agreement concerning the International Carriage of Dangerous Goods by Road (ADR) was ratified by the Turkish Grand National Assembly in 2005. However, the process for being a party to this agreement is still going on. In this context, a new “Regulation on Transport of Dangerous Goods by Road” was prepared by the MoT in line with EU requirements. This regulation will enter into force in 2010.

An important safety initiative is the removal of vehicles which are older than 30 years. It is expected that within two years 160,000 commercial vehicles will disappear.

Turkey is very interested in removing hindrances to international road transport. It has signed bilateral agreements with 21 countries for the purpose of liberalising road haulage.

Turkey also made interventions in the meetings of UNECE, the Inland Transport Committee and the Working Party on Road Transport regarding the full implementation of the Article V of the General Agreement on Tariffs and Trade (GATT). This article provides for the liberalisation of transit transport. As a result of such interventions, the Inland Transport Committee recommended the contracting parties to implement the appropriate provision of the agreement. Turkey is also pushing for a more liberal haulage market in the Black Sea Region (BSEC).

The work on actual facilitation of road transport of goods is going on under a special Memorandum of Understanding (MOU) on Facilitation of Road Transport of Goods in the Black Sea Region (signed in Kyiv in 2002 and entered into force on 20 July 2006). One of the objectives of this MOU is to provide a gradual liberalization in the road transport sector.

In this framework, at its 4th meeting in Istanbul on 9 September 2009, the Steering Committee endorsed the decision of seven Member States namely Albania, Armenia,

Georgia, Moldova, Romania, Serbia and Turkey to participate in a Pilot Project of the BSEC Permit. In other words, these 7 countries decided to implement a BSEC permit among them for a transit transport. The BSEC Permit will be used for a single round trip only and the empty or loaded trucks holding such a BSEC Permit will be allowed during this single round trip to transit through the territories of all Participating Member States without having to present any other bilateral transit permit.

The business environment for foreign haulage companies in Turkey is governed by the “reciprocity principle”.

Turkey's experience with liberalisation has been positive. Abolishing quotas and eliminating long border waiting times decreased total costs on a route of 1,000 km to the European Union by around 5 to 6 %. Therefore, Turkey considers liberalisation very advantageous for all parties.

3.11 Action 11The task force on road transport shall also deal with necessary reforms in the road industry. In particular, it will examine ways to reform the road haulage and passenger sector, in order to increase the professionalism of drivers (through stringent and regular driver tests), operators (by introducing a licensing system) as well as the technical state of the vehicle fleet (by introducing road worthiness tests and complementary measures supporting the upgrading of the vehicle fleets). It is recommended that road worthiness tests are made mandatory for operators engaged in international transport by 2009.

3.11.1 AlgeriaAlgeria has problems related to road safety. Traffic accidents represent an economic loss of around 0.3% of GDP.

The annual number of accidents is 39,010, causing 4,117 deaths and 61,139 injuries.

The number of fatalities is 119 per million inhabitants, which is very high compared to the European average.

In order to increase road safety, the country adopted the Law No. 09-03 of 22nd July 2009, thereby amending and supplementing Act No. 1-17 of 19th August 2001 on the organization, safety and policing of traffic.

The law introduced penalty points and introduced a probationary driving license. It provides for tougher jail sentences and fines for offenses including truck drivers.

Awareness campaigns and increased controls are intended to reduce the number of accidents.

The Algerian vehicle fleet has experienced strong growth from 3 million vehicles in 2006 to 5.5 million vehicles in 2009.

3.11.2 EgyptAlthough Egypt is an important economy in the Mediterranean region, international relations by land are on a low development level. International freight transport by road is less than 5% of total road transport.

Egypt has commenced regulatory reforms covering driving licenses, operating licenses and road worthiness, which are close to EU rules and regulations.

The general legal framework for the road transport sector is set by the Presidential Degree No. 334/2004 “Re-Organising the Roads, Bridges and Land Transport Authority”. The following laws govern the road transport sector:

Driving license and driver tests (Traffic Law No. 121 for 2008)The regulations regarding the driving license are summarised in Part Four, Chapter One titled “Cargo Vehicles Licenses and Driving Licenses.

Operation license systemsThe regulations regarding the operating license for road haulage companies are summarised in various laws and decrees. The authorities are currently preparing a new “Unified Transport Law” which will regulate the licensing of professional drivers.

The operating license for haulage companies is issued by the MoT. The licences for public transport companies are issued by eight provincial governors. In the remaining governorates the issuing is unregulated.

Road worthinessAccording to Chapter 3 of the Traffic Law No. 121 (2008), a regular technical inspection and road worthiness regime applies to HGVs and buses.

The aim is to ensure that vehicles using the roads are of high technical quality and safe to drive. The test considers exhaust emissions, equipment and ignition. Only if the vehicle meets the minimum requirements it is authorised to be driven on the roads. Otherwise the problems must be rectified within seven days.

3.11.3 IsraelBecause of the political situation in the region, international movement of passengers or freight by land transport is very limited. The regulatory reforms in Israel of the past years led to a system which is close to European rules and legislation regarding driving license, operating license and road worthiness.

Driving license and driver testsThe regulations regarding the driving license are summarised in Transport Ordinance, 1961 and Transport Regulations, 1961.

Operating license systemThe regulations regarding the operating license for haulage companies are summarised in the Haulage Service Law, 1997.

Road worthinessRegular road worthiness tests are part of the Transport Regulations of 1961.

The aim is to ensure that trucks and cars using the roads are of high technical quality, and safe to drive. The road worthiness test to be carried out by the state authority or certified inspection sites at regular intervals.

3.11.4 JordanJordan is an important transit country in the Mediterranean Region. International land transport is well established but there are still some important restrictions.

Concerning driving license, operating license and road worthiness the regulatory reforms of the past years led to structures and legislation which are close to European regulations. With the recent purchase of mobile test centres, considerable progress in random road side checks can be expected.

Driving license and driver testsThe regulations regarding driving licenses are summarised in Traffic Law No 49 / 2008, issued by the Ministry of Interior.

Operation license systemsThe regulations regarding the operating license are summarised in Road Freight Transport law No.(21) of 2006.

Road worthinessAccording to Traffic law No 49 / 2008, regular road worthiness tests are required. The Public Security Directorate /Drivers and the Vehicles Licensing Department in cooperation with the Traffic Department are responsible for road worthiness test. The traffic police conducts random road side checks.

Road worthiness tests have to be conducted annually.

3.11.5 LebanonLebanon is an important transit country in the Mediterranean Region. International road transport is well established; however, as regional transport is based on bilateral agreements, it suffers still significant limitations. There are no concrete plans for further liberalisation of international road transport.

Regulatory reforms during the past years led to structures and legislation regarding driving license and road worthiness which are close to European rules. Regarding operating licenses the criteria “good repute”, financial standing” and "technical competence” are adapted within a general evaluation, but still lack detailed criteria implementation. Random road side checks have not yet started.

Driving license and driver testsRegulations regarding the driving license are summarised in Law 76/67 of 26/12/1967 and as amended.

Operation license systemsThe regulations regarding the operating license are summarised in the Ministerial Decision No. 156, dated 18/11/2000.

Road worthinessRegular road worthiness tests are part of the national legislation – Law No. 341 dated 6/8/2001 and Executive Ministerial Decision No. 824 dated 31/12/2003.

The aim is to ensure that all types of vehicles (cars, mini-busses, busses and trucks) driven on the roads are of high technical quality and safe to drive. The road worthiness test is organised by the owner based on the technical inspection agenda annually announced by the Traffic Management and Vehicles Organisation. The tests are carried out at one of four technical inspection sites by a private company, authorised by the Ministry of Interior and Municipalities.

The road worthiness test is dependent upon the age of the vehicle. All types of vehicles, of an age of more than 3 years are subject to road worthiness tests.

In addition random road side checks are foreseen in the national legislation. However, due to lack of personnel, road side checks are not carried out systematically.

3.11.6 MoroccoIn 2005, Morocco had 51,559 road accidents causing 3,617 deaths and 77,264 injuries. According to an estimate by the World Bank, traffic accidents represent an economic loss of around 2.5% of GDP.

Various actions have been undertaken to reform the legal and regulatory framework on road safety including the adoption of the decree of January 17, 2005 relating to the traffic police and taxis. The law introduced:

The mandatory use of seat belts (front seat and rear) for motor vehicles whose gross weight is less than 3.5 tons;

The prohibition of using the telephone while driving; The prohibition to occupy the front seats of vehicles by children under 10 years;

Traffic controls and sanctions were strengthened by increasing the number of traffic police on the road and improving the necessary equipment (speed cameras and weighing stations). The aim is to reduce the main causes of accidents, such as speeding, overloading, defective vehicles and failure to wear seatbelts.

The reform of road freight transport has started on 13th March 2003 and aims to: Liberalise the sector and to establish a market economy in the sector; Increase professionalism in the sector through the introduction of qualitative

criteria for market access. Implement operating standards comparable to those of the European Union.

The reform has been implemented by adopting a new law No. 16-99 which amended the old law of 1963.

Current road passenger transport is dominated by the informal sector. There is, therefore, no reliable and no high quality service.

All motor vehicles are subject to regular technical inspections.

3.11.7 Palestinian AuthorityThe Palestinian Territories have almost no international transport links. The regulatory reforms of the past years lead to structures and legislation regarding driving licenses, operating licenses and road worthiness which are close to EU rules.

Because of the political situation liberalisation of international transport is not far advanced.

Driving license and driver testsThe regulations regarding the driving license are summarised in Law Number 5 of 2000.

Operation license systemsThe regulations regarding operating licenses are summarised in Law Number 5 of 2000.

Road worthinessRegular road worthiness tests are part of the national legislation, the Traffic Law Number 5 of 2000. The aim is to ensure that the trucks and cars used on the roads are of high technical quality and safe to drive. The road worthiness test is a test to be organised by the owner, but carried out by certified inspection stations at regular intervals.

The test considers exhaust emissions, equipment, engine, body, lights, brakes, and ignition. Only if the vehicle is found to meet the minimum requirements can it be used on public roads.

Road worthiness test is a yearly test for all vehicles, except some types of vehicles which must pass the test every six months.

3.11.8 SyriaSyria is an important transit country in the Mediterranean Region. International road transport is well established but faces legal and regulatory restrictions (trucks are required to travel in convoys, border fees, special rules for containers, protection of national ports). Road haulage is governed by bilateral agreements. Most national logistics companies are considered as not yet competitive on an international level. There is a demand for reforms if the system is to be brought to international standard.

The regulatory reforms of the past years lead to structures and legislation regarding driving licenses which are close to EU rules. However, operating licenses in the European sense are not known in Syria, and are not planned.

Road worthiness test in the European sense also are also not undertaken, however they are planned for 2011.

Driving license and driver testsThe regulations regarding driving licenses are summarised in Traffic Law 31/2004 and updated in Law 11/2008.

Operating license systemsSyria does not have operating licenses. If a truck is registered at the traffic police it can be used for haulage.

The driver's maximum daily driving time is limited to eight hours. After four hours a rest for 30 minutes is mandatory. This is controlled by the tachograph.

Road worthinessRoad worthiness tests do not exist in Syria, however they are planned to be implemented in 2011. Two testing centres are already in place in Aleppo and Homs.

In Syria vehicles have to be registered regularly. The registration includes a visual emission test.

3.11.9 TunisiaIn 2008, Tunisia had 10,073 road accidents, a decrease of 5.7% over 2007. Road accident caused 1,530 deaths and 14,085 injuries. 42.9% of the accidents were recorded in Greater Tunis.

Speeding caused 28.8% of the fatalities and 21.7% of injuries.

The number of fatalities per million inhabitants is 143, which is high compared to France (75) and the average for Scandinavian countries (below 50). This is despite a low rate of motorisation.

The traffic accidents represent an economic loss of about 0.7% of GDP.

In 2009, Law No. 99-71 of July 26, 1999 promulgating the Highway Code was amended to introduce the installation of fixed and mobile radar and to increase the fines for offenses.

The liberalization of freight transport commenced in 1990 after a public monopoly that has lasted 30 years. As a result of the reforms, the 14 public enterprises were privatised or liquidated.

Currently 578 companies transport goods for hire and 1,070 individual entrepreneurs operate in the sector.

The strong competition between operators reduced prices which are now below the rates those of 1990.

However the majority of the companies are very small and there is a lack of merger or consolidation.

The distribution of carriers of goods by road number of employees (in 2008) on the transport for hire or reward in vehicles whose permissible maximum load (GVW) is greater than 12 tons is as follows:

The law no. 99-71 of July 26, 1999 stipulates in Article 61 that every motor vehicle, trailer or semi-trailer can only be put into circulation if it meets the technical requirements.

Decree No. 2000-147 of January 24, 2000 establishes the technical requirements.

Decree No. 2000 establishes the frequency and procedures of the technical inspection of vehicles and the conditions for issuing certificates of technical inspection and the information they need to carry.

3.11.10 TurkeyTurkey is an important transit country in the Mediterranean Region. International land transport is well established and a liberalisation process has been set in place. The government is aware of the benefits brought by liberalisation. Being an Acceding Country forces Turkey to implement the relevant EU regulations on road transport.

The regulatory reforms of the past years lead to Europe conform structures and legislation regarding driver’s license, operating license and road worthiness.

Driving license and driver testsThe regulations regarding the driver license are summarized in Regulation on Road Traffic (date of publication in the Official Journal: 18/07/1997)

Operation license systems

The regulations regarding the operating license are summarized in Regulation on Road Transport (date of publication in the Official Journal: 11/06/2009).

Road worthinessThe Turkish national legislation foresees regular road worthiness tests in line with Council Directive 96/96/EC of 20th December 1996 and the Directive of 2000/30/EC. The Turkish legislation is in line with these EU rules and the frequency of the roadworthiness tests and the items which must be tested meet the requirements of the directive 96/96/EC.

The aim is to ensure that the trucks and cars using the roads are of high technical quality, hence also safe to drive.

The road worthiness test is a test to be organized by the driver. It is carried out by the certified inspection sites at regular intervals which are audited by Directorate General for Land Transport.

3.12 Action 12Increasing the attractiveness of rail transport in the long-term will necessitate both infrastructure investments and structural reform. In the medium-term, i.e. by 2013, Mediterranean Countries are invited to: elaborate a time and financing plan on those infrastructure investments that concern, inter alia, interoperability, the renovation of rolling stock, electrification and signalling systems.

3.12.1 AlgeriaAlgeria is in the process of doubling and electrifying the railway towards the borders with Morocco and with Tunisia.

Upgrades to the mining railway Annaba Jebel Unki are committed.

The railway company has a comprehensive strategy to increase rail transport to 80 million passengers and 15 million tons of cargo. In addition, the commercial speed should be increased on the following lines: Algiers - Oran (420 km), travel time of 2:45 hours Algiers - Constantine (462 km) travel time of 3:20 hours Algiers - Annaba (629 km) travel time of 4:55 hours

Algeria plans achieving high-speed lines with the following characteristics: double track and standard gauge axle load 22.5 tonnes for infrastructure and 25 tonnes for structures speed in the flat terrain of 220 km / h and 200 km / h in mountain areas maximum gradient is 16 per thousand and exceptionally 18 per thousand mixed passengers and freight traffic

The connection between Algeria, Tunisia and Morocco does not pose interoperability problems. However the Algerian network uses two gauges which create interoperability problems.

Therefore, the Algerian authorities are transforming certain lines, such as Oran-Bechar.

The electrification of lines also poses problems of interoperability between old and new lines (new lines use AC, old lines use DC).

3.12.2 EgyptEgypt is an important actor in the Mediterranean Region, however, regarding rail network it is an isolated country. There are no rail links with adjacent countries. European/UIC standards are the base of the ongoing and future investment projects.

There is no proposed regional rail (freight) corridor yet.

The planned investments regarding the upgrading of railway infrastructure are summarized in the Fifth Plan 2008/2013. The planned renewals cover tracks and stations and are shown in the table below:

Line 2007/2008 2008/2009 2009/2010 20110/2011 2011/2012 2012/2013 The total

track

s

switc

hes

track

s

switc

hes

track

s

switc

hes

track

s

switc

hes

track

s

switc

hes

track

s

switc

hes

track

s

switc

hes

Cairo/ Alex. 20 7 40 16 40 20 43 0 42 0 20 57 185 93Cairo/ high dam 30 18 80 30 80 30 80 40 80 40 147 95 467 235Benha/ Port Said 12 0 34 4 34 26 30 0 29 0 9 0 136 30Tanta/Elmansoura/ Damietta

0 8 0 15 0 0 0 6 0 0 6 0 6 21

Nfesha / Suez 9.7 11 13 25 16 21 16 21 16 26 3.2 0 65 93Elzakazik/ Tanta 4.6 8 0 16 0 19 20 0 21 5 0 13 76Embaba / Itay Elbaroud

24 9 30 18 30 8 30 5 29 0 0 0 119 31

Kaluib/Menouf/Tanta 0 13 0 16 0 24 0 24 0 25 0 40 0 129EinShams / Suiz 7 0 8 26 8 10 8 11 8 0 15 8 47 31Kaluib/ Elzakazik/ Elmansoura

0 0 0 0 3 10 0 0 9.7 0 12.7 16

Fakous/ Elsamana 0 0 0 6 0 0 0 0 0 5 0 5Benha/ Zefta/ Meat Ghamr

0 0 3 6 0 0 2 6 0 0 5 12

Monouf/ Kafr Elzayat 0 0 0 6 0 6 0 9 0 15 9.16 36Benha/ Menouf 3 0 3 6 0 6 2 0 1.8 0 2.36 0 0 12Shebeen / Klean 0 0 0 6 0 6 0 6 0 0 78 18Elkabary/ Matrouh 12 0 14 0 12 6 12 8 1.5 8 25 25 0 22Samla/ Elsaloum 0 0 0 0 0 8 0 5 0 5 0 18Abu Kbeir/ Elsalheya 0 0 0 0 0 0 0 10 0 27 0 37Elsanta/ Mahalat Rouh 0 0 0 0 0 0 0 6 0 8 0 14Mahalat Rouh / Damanhour

0 0 0 0 0 0 0 23 0 20 0 43

ElAbasyea Court 0 7 0 17 0 0 0 0 0 0 0 17Eltebeen Court 0 0 0 6 0 0 0 0 0 0 0 6Abu Zabal Court 0 2 0 0 0 0 0 0 0 0 0 0ElMawasla Court 0 0 0 5 0 0 0 0 0 0 14 5Sedi Gaber/ AbuQear 6 0 6 0 8 0 0 0 0 0 5 0Elmansoura / Damietta 0 0 0 0 0 0 0 0 5 0Semaf/ ElmagharatElmansoura/ Elmatareya

12 0 9 0 9 0 9 0 9 0 12 48 0

Total 140 83 240 200 240 200 240 200 240 200 250 200 1210 1000

Egypt would also like to implement the Abu Tartour – Qena – Safaga corridor as a dedicated freight corridor, with a length of 680 km.

The aim of this corridor would be to improve the transport of phosphate from the mines to the export ports. This line would also link the Safaga port to the network of

the Nile valley. Safaga/Qena will be used to transport imported corn and exports and imports of aluminium in Naga Hamady

3.12.3 IsraelIsrael is a well developed country regarding rail use and infrastructure. European/UIC standards are the basis of the existing network and future lines. However, regarding the network it is an isolated country. There are no rail links with other countries.

Regarding rail regional corridors, Israel is considering links to Jordan with an extension to the Palestinian Territories (Haemek Railway).

At present, Israel's railway network has no interface with the trans-European conventional rail system, therefore interoperability is not be a mandatory condition. However, Israel Railway Company designs, develops and upgrades its network and rolling stock in accordance with the European Standards set by the European Committee for Standardization. Also, the new rolling stock designs incorporate UIC standards and ERA TSI for crashworthiness, noise and emission.

3.12.4 JordanJordan is an important transit country in the Mediterranean Region. Rail is only used for touristic and inland freight transports to / from Aqaba port. However, the significance of rail transport in a modern transport mix has been recognized and an ambitious investment program has been launched to modernize the existing network and to link the network to neighbouring countries (e.g. Syria, Saudi Arabia; Iraq). The plan is to more than double the network from 510 km to 1,080 km in 2013.

Jordan has recently accepted the “Study on the Railway Development Strategy”, prepared during the last two years.

This study recommends the development of a national standard gauge rail network linking major centres in Jordan (Aqaba, Amman, Zarqa, Mafraq, Irbid) with its neighbours Syria, Iraq, Saudi Arabia and Israel.

The preliminary design of the proposed network has been developed using international UIC codes and technical rail standards agreed between ESCWA partner countries to ensure rail interoperability.

Apart from few locations, the entire system would initially operate as single track system, running either single or double UIC length trains (750 to 1,500 meters in length) powered by diesel locomotives. The estimated overall length of the rail system as shown in the map below would amount to some 1,080 km, with an initial infrastructure development cost of 2.7 billion EUR, excluding rolling stock, terminals and fixed maintenance facilities.

This network should be realized in 2013, about the same year as the neighbouring countries Saudi Arabia and Syria will complete their rail links to the Jordanian border. A transaction advisor has been appointed to advice on the implementation of the project on PPP basis

3.12.5 LebanonRail transport in Lebanon began in the 1890s and continued for most of the twentieth century, but has ceased as a result of political difficulties in 1975 at the beginning of the civil war. Railways are currently not operational.

A project exists to restart operation of a small section (36 km) between Tripoli and the Syrian border. The planning is almost completed and the future operator has been chosen (Syrian Railways). After the final decision and allocation of necessary funds (33 Mio. USD) the operation could start in 2012. The implementation period is estimated with two years.

3.12.6 MoroccoA budget of 1.65 billion Euro has been reserved for improvements to the rail network. The improvements include:

Upgrading the infrastructure, such as track and overhead line renewals, upgrading of safety facilities, electrification of lines;

rehabilitation of rolling stock; Modernisation and construction of new railway stations; Increasing network capacity through the doubling of tracks on 200 km of network

and the acquisition of new trains, locomotives and passenger carriages, thus increasing the number of seats offered by 50%;

Extending the network and the electrification of existing lines.

In addition, a series of TGV lines are planned, such as the line linking Tangier to Casablanca (1st section of 200 km: operating speed 320 km/h).

The technical specifications used by the railways are based on UIC standards and EC standards.

3.12.7 Palestinian AuthorityA railway infrastructure does not exist in the country.

3.12.8 SyriaSyria is an important transit country in the Mediterranean Region. Rail is an important national mode of transport. In 2004 Syria has commenced on an important investment project. Focus is the upgrading of parts of the network and the enlargement of the network by more than 400 km until 2013. The aim is to link the Syrian network with the Jordanian and Iraqi networks.

Syria’s proposition for a regional rail (freight) corridor is the link between Turkey and Iraq connecting also the Syrian ports. Within the Euromed context the link to Jordan is of regional interest and should be encouraged and supported by the EU.

The plans regarding new lines and upgrading of railway infrastructure until 2013 are as follows:

A new line between Deirezor - Albokamal (Iraqi borders) /operation planned for 2011 - line is under construction (cost 200 Mio. $)

Supplying and installing a new system for signalling and communications; 100% upgrade of network reached in 2012 (cost 110 Mio. EUR)

Construction of three dry ports and intermodal terminals - Homs (in operation since 2009), Adra in operation since 2009 – Aleppo operation planned for 2012

Construction of railway between Damascus and Dar'a (Jordanian border) – operation planned for 2013 (cost 270 Mio. $)

3.12.9 TunisiaFrom 2007-2011 the country is implementing an investment programme, and around 1,000 million Euro have been allocated to rail transport.

The programme aims to:

Develop and expand certain lines; Renew the track on some lines; Modernize the maintenance regime; Build new railway bridges; and Improve railway crossings and stations.

The main projects are: electrification of railway lines to the South Suburbs; track renewal on the Tunis-Ghardimaou line towards the Algerian border; doubling the line between Moknine and Mahdia; improvement to railway stations; optimization and rationalization of phosphate transport; install new safety equipment; and new railway bridges.

The Tunisian railway system suffers from a major handicap as the networ consists of 471 km of standard gauge and 1,686 km of metric gauge.The Tunis-Algerian border is standard gauge and does not pose any major problems.

However, the network to the South and towards the border with Libya is metric gauge whereas the future rail network in Libya will be standard gauge.

3.12.10 TurkeyTurkey is at the crossroads between East and West and so a major actor as a transit country and as origin and destination of traffic. Rail is an important national transport mode for passenger and freight. In international transport rail is still underrepresented.

Turkey launched an ambitious investment program to upgrade the network and to implement high-speed lines until 2012. These will mainly improve the national transport.

The investment programme of the Turkish Railway Company to improve interoperability is planned for 2009-2011 and some projects are ongoing. Additionally, there are some projects planned and conducted by DG Railways, Ports & Airports Construction (DLH). The list of the projects is as follows.

The 2009 – 2011 Investment Program of Turkish Railway Company Ankara-Istanbul High Speed Rail Line Project (1,400 Mio. EUR)3

Ankara-Konya High Speed Rail Line Project Ankara- Sivas High Speed Rail Line Project Bandırma-Bursa-Ayazma-Osmaneli High Speed Rail Line Project B.Köprü-Ulukışla-Yenice, Mersin-Yenice-Adana-Toprakkale Line Section - Installation of

signalling & telecommunication systems and rehabilitation of infrastructure B.Köprü-Ulukışla-Yenice, Mersin-Yenice-Adana-Toprakkale - Electrification Irmak-Karabük-Zonguldak Line - Installation of signalling & telecommunication systems

and rehabilitation of infrastructure Pehlivanköy-Uzunköprü- Greek Border - installation of electrification, signalling &

telecommunication systems and rehabilitation of infrastructure Procurement of two ferries for Lake Van

3 Ongoing Projects

Başkentray (Rehabilitation of existing line and construction of new lines between Sincan and Kayaş in Ankara – a part of Ankara-Istanbul HSL Project)

Bandırma-Menemen Line - Installation of signalling & telecommunication systems Eskişehir-Kütahya-Balıkesir Line - Installation of electrification, signalling &

telecommunication systems Samsun Kalın Line - Installation of electrification, signalling & telecommunication systems Kayaş-Irmak-Kırıkkale Line Section - Installation of electrification systems Kırıkkale-Çetinkaya Line Section - Installation of electrification systems

Railway Infrastructure Projects of DLH Marmaray Project Halkalı(Istanbul) – Kapıkule (Bulgarian Border) high speed line Ankara – Izmir high speed line Sivas – Kars line Kars – Tbilisi – Baku

The proposed regional rail link from Turkey is the following: Kapikule (Bulgarian border)- Haydarpasa (Istanbul)- Eskisehir-Konya-Yenice-Mersin Port/Iskenderun Port Link (Syrian border).

3.13 Action 13With the view of increasing the attractiveness of rail transport, Mediterranean Countries are invited to elaborate a strategy paper on the future of their national railway sectors with a focus on freight transport. These strategy papers – to be prepared in the short-term to report on ongoing and planned reforms – should be presented and discussed at the new working group to be established by the Euro-Mediterranean Transport Forum on ‘infrastructures and regulatory issues’.

Furthermore, Mediterranean Countries are advised to embark on structural railway reform, beginning with effecting an appropriate separation of infrastructure management from operations. This implies that access to rail infrastructure (including licensing railway undertakings, deciding path allocation as well as charges) will be decided independently from any railway undertaking.

3.13.1 AlgeriaThe law 01-03 of 7th August 2001 includes general principles governing rail transport

The law introduced concessions which cover either:

the technical and commercial operation of rail services; and/or the management of railway infrastructure.

There is no independent authority in Algeria dealing with railway safety.

3.13.2 EgyptSeparation of Operation and InfrastructureThe railways started the restructuring process in 2007. The resulting organizational structure has been approved by the Central System for the Regulation and Management with the decision No 417 of 2007.

The reform process will happen in three steps: Restructuring (2007-2009) Commercialisation (2010-2012) Expansion (starting after 2012)

Up to September 2009 these key milestones have been achieved:

The new organizational structure was implemented by June 2008. This entailed the migration of all 73,000 employees into new positions. The activities of the railways have been divided in four business units: Long distance passenger unit; Short distance passenger unit; Freight unit; and Infrastructure unit to operate, maintain and renew the network.

In addition, subsidiaries have been created to enable greater focus on selected activities.

Implementation of the Rail Safety Regulator, an entity within the MoT tasked with monitoring and investigating all safety relevant aspects of the railways.

New safety organization structure within the railways.

National Safety Authority and Accidents InvestigationThe “Unit of Regularity and Insurance of the Transport Safety of the Railways” has been installed in 2007. This unit is part of the MoT and based on the decision No. 176 of 2007. It has been further developed with the ministerial decision No. 545 of 2008.

In 1/1/2008 according to the restructuring plan of the railways, the unit “Safety and Risk Management in ENR” has been established.

3.13.3 IsraelThe first phase of a structural reform according to European guidelines was commenced in 2003 by establishing a commercial company separated for railway activities. A regulatory entity was established within the Ministry of Transport and a new law, enabling newcomers in railway activities start operating in the market, was drafted and will be submitted for approval of relevant authorities.

Currently the national regulations are based on the railway act of 1972.A new rail transport law has been under preparation since 2008. It will deal with:

Definition of regulatory authorities and responsibilities; Vertical separation of infrastructure and operation; Enabling operation of private entities.

Separation of Operation and InfrastructureThere is one set of financial statements for Israel Railways Company. However, there are notes separating infrastructure and operation, and freight and passengers activities.

These separations commenced in 2003 when the Israel Railways Company was founded. Formerly, the railway operation was part of the Port Authority which included also the sea ports operations.

National Safety Authority and Accidents InvestigationOn April 2008 the Israel Ministry of Transport and Road Safety established the Department of Railway Safety Regulation. At present, two positions are being held; Manager and Engineer. According to the new law, which is currently under legislation process, the regulation department will regulate economic aspects, licensing and services, and shall be responsible to carry out independent investigations on railway accidents. At present, railway accidents are being investigated by the railway company. In case of a fatal accident the police are being involved. The time frame for the setup is three years

3.13.4 JordanCurrently the national railway regulations are based on the Railways Law of 1932.

Separation of operation and infrastructureThe Ministry of Transport is currently drafting a new Railway Law. This law will govern the establishment of an independent regulatory body within the Ministry of Transport; it will also regulate the construction and ownership of new railway lines, licensing of rail business companies, safety and environment, accident investigations etc. The transaction advisor for the PPP is currently reviewing the draft law, afterwards the draft law will go through the official and legal processes which are expected to take around one year.

There is no separation between the infrastructure and the operation. The railway companies are the owners and the operators.

Once the new railway network is implemented, there will be a separation between the regulator who will be represented by the Government, the owner of the infrastructure and the operator.

National Safety Authority and Accidents InvestigationThere is no such authority in Jordan. A railway regulatory body will be established by 2013, for monitoring the performance of the railway operator. This regulatory body will take care of all safety issues and accident investigations. It is planned to establish an Accident Investigation Unit within the Ministry of Transport. This unit will investigate accidents for all modes of transport: sea, air, road and railways.

Most of railway accidents are minor derailments and are investigated by the railway companies themselves.

3.13.5 LebanonThere is no operational railway in Lebanon. Structural reforms, have therefore, not started yet.

3.13.6 MoroccoThe railways have seen three distinct periods in its development process:

A period of restructuring from 1994 to 2001 has been marked by a major program of restructuring and consolidation. The result was reorganisation of the operation and the rehabilitation of equipment.

A period of consolidation and managerial modernization from 2002 to 2005. The railways worked on further restructuring, based on the guidelines set out in its business plan for 2010. It included renewal of infrastructure, building security installations, doubling of track, and construction of stations.

A period of development and extension: After the phase of consolidation the objective changed to doubling traffic, such as 30 million passengers, 10 million tons of cargo and 30 million tonnes of phosphates. A major investment program has been implemented with a budget of around 1.65 billion Euro. The funds are used for the extension of the network, increasing capacity and improving the quality of rail services.

The internal organization of the railway was based mainly on the technical functions of the railway business including infrastructure, equipment, operations, sales and financial and administrative services.

A new organization proposed business units which have been established. These are directed towards passengers, cargo and phosphates. The new organization puts the customer at the focus of the company, in order to re-launch the company's competitiveness and to strengthen the power of local management.

The reform of the institutional framework has been achieved through the adoption of Law No. 52.03 for the year 2004. This included

The re-definition of the configuration and constitution of the national rail network; The liberalization of railway activities and outsourcing under concession

agreements; The creation of the Société Marocaine des Chemins de Fer (SMCF) which will

replace the Office National des Chemins de Fer.

The law also permitted: The extension of the network through concessions; The possibility of developing Public Private Partnerships; Increased efficiency, managerial autonomy, competitiveness of SMCF and its

market orientation.

In Morocco there is no national authority for rail safety. The body responsible for rail transport, the Office National des Chemins de Fer, manages railway security, under the Ministry of Equipment and Transport. Within this office, there is a General Safety Inspectorate which has the task of assessing the level of security throughout the network, identification of major residual risks and supporting directorates in defining the main improvements to the security system.

3.13.7 Palestinian AuthorityThere is no operational railway in the country. Structural reforms, have therefore, not started yet.

3.13.8 SyriaSeparation of Operation and InfrastructureThere is no separation between infrastructure and operation. Such a separation is also not planned. However, first studies on railway reforms have been undertaken.

The operations of freight and passenger transport are not separated from an organizational point of view. However, from a revenue perspective passengers transport and freight are managed as separate accounts.

National Safety Authority and Accidents InvestigationThere is no specialized railway safety authority in Syria. This is also not planned for the future. For the investigation of railway accidents there is a committee within the railways, whose duty it is to inspect accidents and investigate the reasons. This committee reports directly to the General Director and consists of 7-8 experts.

Over the last years the number of accidents has been increasing. In 2005 0.43 % of trains have been involved in an accident; in 2008 this ratio was 0, 55%.

3.13.9 TunisiaA railway reform was initiated to improve the railway's situation in 3 main areas: Redefining the economic role of railways in the transport system:

o Specialization in areas which are commercially viable:- Transport of phosphate and cargo across the network,

- Passenger transport on the axes Tunis-Gabes and Tunis Ghardimaou (towards the border with Algeria and Libya),

o Operation of suburban passenger services which are economically and socially justified in the context of a public service agreements

The recasting of the institutional framework of the railway business:This is mainly to redefine the obligations between the state and the railways to ensure equity between modes:

o Public support to the infrastructure through the state budget or through reimbursement of funds sought from donors.

o Financial bail-out of the railways in late 2001 for a total of 106 million Dinar (about 62 million Euro):

- Rescheduling of debts,- The assumption by the state budget of loan repayments.

o Financial bail-out of the railways by staff redundancies:- 1,600 redundancies during the period 1997-2001- 1,200 staff during the period 2002-2006.

The overhaul of the regulatory framework and the reorganization of the SNCFTA series of laws and legislation has been enacted:o Law No. 98-74 of 19th August;o Law No. 98-89 of 2nd November 1998 on the financial reorganization of the

railways;o Law No. 98-90 of 2nd November 1998. This law is the revision of the law 69-31 of

9th May 1969, approving the statutes of the railways.

There is no National Rail Safety law or organisation in Tunisia.

The railway undertakes the investigation of rail accidents via instructions of the senior management and a central committee whose members are appointed by the CEO and chaired by himself.

3.13.10 TurkeySeparation Of Operation And Infrastructure

The “Organization of the Railway Sector – Twinning Project”, the first component of the “Turkish Rail Sector Re-Structuring and Strengthening Project” was finished in 2006. This project was conducted to establish a new legislative and institutional framework for the Turkish rail sector in accordance with the EU acquis.

Within the scope of the project, the “General Railway Law” regulating the rail sector and the “TCDD Law” were drafted together with four complementary implementing regulations:

» Railway Safety;» Licensing;» Interoperability; and» Access to Railway Infrastructure.

Final drafts of the laws and implementing regulations were approved as a package by the project leaders in 2007 and submitted to the Ministry of the Transport, the main beneficiary of the project.

The package of draft legislation deals with liberalization and regulation of the rail sector, establishment of necessary bodies, access to railway infrastructure including

independent infrastructure allocation and charging issues, licenses, provisions for infrastructure managers and, Public Service Obligations (PSO), separation of accounts between goods, passenger, infrastructure and PSO, railway safety and interoperability, as well as re-organization of TCDD in line with the General Railway Law.

Technical studies on the draft laws are ongoing. The laws are expected to come into force by the end of 2009.

Within the institutional capacity building component of the pre-accession instrument (IPA) mechanism, provided by the European Commission, a Technical Assistance project called “Reform of Turkish Railways” has been prepared by TCDD.

The objective of the project will be to establish framework conditions for restructuring and reforming the rail sector for competition, including systems for infrastructure allocation, charging, safety and interoperability at TCDD. The bidding process for the project is ongoing. The project will start in 2009 and will be finished within 24 months.

Infrastructure management and train operations are not separated in terms of accounts for the time being. Also passenger and freight operations are not separated. Technical studies on separations are ongoing. Separation is planned for 2010, once the draft laws mentioned above have come into force.

National Safety Authority and Accidents InvestigationThere is no Railway Safety Authority in Turkey. However, it is planned to establish the necessary bodies as mentioned in draft “General Railway Law” in 2010.

The current procedures for the investigation of railway accidents are as follows:

TCDD (Turkish State Railways) is in charge of the investigation of railway accidents. An “Accident Investigation, Prevention and Assessment Board” has been established at Headquarters as well as “Regional Accident Investigation, Prevention and Assessment Commissions” at Regional Directorates. The board and the commissions are responsible for gathering robust information and data about accident and delivering them to the Directorate General (DG) as soon as possible. After completion of the initial data acquisition, such board/commissions conduct a detailed study on the accident and elaborate a report to submit to DG. As a result of these studies, if required, necessary measures to prevent accidents are taken. All statistical data about accidents are kept in the related departments. In case of serious accidents, TCDD may ask an independent board to investigate the accident.

3.14 Action 14Mediterranean Countries are encouraged to assess the scope of reform of national aviation legislation in order to facilitate the opening up of their air transport markets to competition, including, as the case may be, to allow competition for public flag carriers.

This is especially important if considering participation in the European Common Aviation Area (ECAA). Technical support in this respect will be provided by the EuroMed Aviation Project which is currently working on producing a road map for the establishment of a Euro-Mediterranean Common Aviation Area (EMCAA). This will be finalized in 2010.

3.14.1 Algeria

3.14.2 Egypt

3.14.3 IsraelA new draft law (Air Navigation Law) replacing a very outdated law was approved by the Government and will be submitted for Parliament approval.

Civil Aviation Authority Law 2005 - in order to reorganize the Civil Aviation Administration, a new law was legislated and a new authority with expanded abilities was established.

The country has an horizontal agreement with the EU. Bilateral talks with the EU in order to formulate an Open Sky agreement are commencing.

New carriers have been established and existing bilateral agreements are revised in order to lead to multi designation.

The criteria to start aviation companies are Technical and operational fitness. Sufficient equity. Minimum number of aircrafts (2) Nationality - up to 49% foreign holdings.

The country is considering becoming a member of EuroControl, ECAC and Blue Med.

The country is in contact with the European Commission, EuroMed, and EuroControl.

3.14.4 JordanThe following reforms were implemented in the national aviation legislation:

Civil Aviation Law No. 41 for 2007 that separates the regulator from the operators; and

Jordan Civil Aviation Regulations (JCAR)

The National Air Transport Strategy was implemented in order to open the air transport market.

The conditions for granting a company an aviation operating licence are stated in JCAR Part-119. The procedure is addressed in the ODG Order 90/03 “Air Operator Certification” requiring financial and economic fitness, nationality on ownership, effective control, liability insurance; as per JCAR part 201.

The country is considering participating in the European Common Aviation Area (ECAA).

Jordan is in the final stage of negotiations for the comprehensive aviation agreement with the EU in order to initiate it.

3.14.5 Lebanon

3.14.6 MoroccoPolicy liberalization started in early 2004.

The Reform of the Civil Aviation Code is ongoing (it was agreed at the Government council in November 2009).

The country has an Open Sky agreement with the USA since 2001. An Open Sky agreement was reached with the European Union in December 2006.

In addition, there is a large number of such agreements with African countries including Tunisia (2008) and Libya (2009).

The criteria for granting operating licences are technical and economic ability.

3.14.7 Palestinian AuthorityCivil Aviation reforms are in compliance with ICAO.

The country signed agreements with five countries under the umbrella of the Arab Countries Civil Aviation Commission.

There are no commercial airlines and no operating licences.

The country does consider participating in the European Common Aviation Area (ECAA).

The country is currently in contact with the European Common Aviation Area (ECAA).

3.14.8 SyriaPlans to separate regulatory functions from operations are under consideration.

There are some planes to reform air transport market in Syria and serious actions have been taken to liberalize domestic air transport.

Conditions for granting a company an aviation operating licence are in accordance with ICAO.

The country does consider participating in the European Common Aviation Area (ECAA).

The country is currently in contact with the European Common Aviation Area (ECAA).

Plans to separate regulatory functions from operations are under consideration.Euromed project agreed to offer technical support Syrian Civil Aviation Authority to restructure the ANSP (Air Navigation Service Provider) in the framework of civil aviation.

SCAA- Syrian Civil Aviation Authority requested also a technical support for restructuring the whole civil aviation into three entities: Civil Aviation Authority, Airport ans Air Navigation Services.There are some planes to reform air transport market in Syria and serious actions have been taken to liberalize domestic air transport in cooperation with the French Minister of Ecology, Energy, Sustainable Development And The Sea (MEEDDEM). Studies and Planes are running towards liberalize domestic air transport It is expected to pass a law for the Liberation of the domestic air transport regulator in Syria in the first half of the year 2010.

Conditions for granting a company an aviation operating license are in accordance with ICAO.The country does consider participating in the European Common Aviation Area (ECAA).The country is currently in contact with the European Common Aviation Area (ECAA).Syrian Civil Aviation Authority participated in the last road map and agree for the extension of the Euromed project in 2010 and beyond.

3.14.9 TunisiaReforms are mentioned in the Code of Civil Aeronautics (institutional reforms, adoption of JAAR standards, adapting the regulatory requirements of the development of civil aviation etc..).

Arrangements have been made for the gradual liberalization of bilateral air agreements. Negotiations are underway with EU for concluding a comprehensive agreement on liberalised aviation.

The conditions set out in Appendix 6 of ICAO have been implemented by adopting the European regulations-1 OPS.

The country does consider participating in the European Common Aviation Area (ECAA).

The country is currently in contact with the European Common Aviation Area (ECAA).

3.14.10 TurkeyA liberalization project has been implemented to open the air transport market in the country. In 2002, Turkish Airlines was the only airline operating from 2 destinations to 25 destinations on domestic routes. After the implementation of the liberalization project, 5 airlines are operating from 7 destinations flying to 45 destinations. Passenger number has increased from 8.5 million to 34.5 million.

By revising the present ASA, the single designation article has been amended as multiple designation article. New private airlines started to operate on international routes. Passenger number has increased from 25 million to 41 million.

As described in SHY-6A national aviation legislation, there is a distinction between scheduled flight and charter flight.

In order to engage in scheduled flight services:

The person who has the majority interest must be Turkish citizen; There must be at least 5 registered airplanes having 100 seats and more; At least 1 million USD paid-in capital per plane;

In order to engage in charter flight services service The person who has the majority interest must be Turkish citizen; There must be at least 3 registered airplanes having 100 seats and more; At least 1 million USD paid-in capital per plane.

The country does not consider participating in the European Common Aviation Area (ECAA).

The country is currently not in contact with the European Common Aviation Area (ECAA).

3.15 Action 15The sustainability of the air transport sector in the region requires that Mediterranean Countries introduce the same rules in their transport legislation as those included in the international and European regulations governing civil aviation (i.e. regulations of EC/EASA and JAA). For this purpose the European Aviation Safety Authority (EASA) is called upon to specify and elaborate concrete cooperation areas with the Mediterranean Countries by 2009.

3.15.1 Algeria

3.15.2 Egypt

3.15.3 IsraelThere are airworthiness and certification procedures in the country.

There are environmental protection procedures in the country.

There are pilots licensing procedures in the country.

There are air operations standards in the country.

The degree of alignment to provisions of regulation 216/2008 (annex I-IV) is 53.

In future, cooperation with the EASA is foreseen.

3.15.4 JordanCARC is implementing a set of Aviation Regulations in line with that of the EASA, and in areas where differences exist, CARC is in process of amending them.

Part 21, Part-M, Part 145 were already incorporated in JCAR. The Certifications Specifications, Part-147, and Part 66 are in process of being adopted.

Working arrangements with EASA are foreseen regarding type acceptance and technical support.

3.15.5 Lebanon

3.15.6 MoroccoThere are airworthiness and certification procedures in the country.

There are environmental protection procedures in the country.

There are pilots licensing procedures in the country.

There are air operations standards in the country.

The degree of alignment to provisions of regulation 216/2008 (annex I-IV) is 51.

In future, cooperation with the EASA is foreseen.

3.15.7 Palestinian AuthorityThere are airworthiness and certification procedures in the country.

There are environmental protection procedures in the country.

There are pilots licensing procedures in the country.

There are air operations standards in the country.

There is some alignment to provisions of regulation 216/2008 (annex I-IV).

Cooperation with the EASA is foreseen.

3.15.8 SyriaCooperation with the EASA is foreseen. Syria will participate in the first MEDA JAA workshop in Amman 7 April 2010 concerning the development, the acceptance and the implantation of joint aviation requirements (which will be, according to our recent legislation and regulations and harmonized with our national requirements.We will also participate in the second EASA Cooperation Forum in Dubai 27-29 April 2010 where we will discuss the cooperation procedures with EASA.

3.15.9 TunisiaThere is a Civil Aeronautic Code.

There is a fair degree of convergence with the provisions of regulation 216/2008 (annex I-IV).

There is cooperation with the EASA, for example on the SAFA programme.

3.15.10 TurkeyThere are airworthiness and certification procedures in the country.

There are environmental protection procedures in the country.

There are pilots licensing procedures in the country.

There are air operations standards in the country.

The degree of alignment to provisions of regulation 216/2008 (annex I-IV) is 52.

In future, cooperation with the EASA is foreseen.

3.16 Action 16Mediterranean Countries are invited to introduce cross-border regional arrangements with regard to aviation accident and incident investigation and reinforce their safety oversight capacity. Regarding aviation security, Mediterranean Countries are called upon to align security regulatory functions and security oversight mechanisms with the ECAA acquis and to reinforce the security oversight capacity of the competent authorities. The working group ‘air transport’ of the Euro-Mediterranean Transport Forum should coordinate the exchange of information.

3.16.1 Algeria

3.16.2 Egypt

3.16.3 IsraelThe country does have cross-border regional arrangements with regard to aviation accident and incident investigation.

The country is cooperating with international and regional ATM initiatives.

There is a national civil aviation security programme in the country.

Airports have their own security programmes.

There is a national quality control programme concerning civil aviation security.

3.16.4 JordanJordan only has an agreement concerning search and rescue.

As a contracting state to the Chicago convention Jordan cooperates with the international and regional ATM initiative through the international organization (ICAO) and it's regional offices. In addition, there are letters of agreement with the adjacent countries.

According to the Annex 17 (standard (3.1.2)) Jordan develops and maintains a national civil security programme.

According to Annex 17 (standard 3.2.1) each airport has its own security programme.

According to Annex 17 (standard 3.3.1) each air carrier has its own security programme.

3.16.5 Lebanon

3.16.6 MoroccoThe country does have cross-border regional arrangements with regard to aviation accident and incident investigation.

The country is cooperating with international and regional ATM initiatives.

There is a national civil aviation security programme in the country.

Airports have their own security programmes.

There is a national quality control programme concerning civil aviation security.

3.16.7 Palestinian AuthorityThe country has cross-border regional arrangements with regard to aviation accident and incident investigation.

The country applies all ICAO standards and the Arab Civil Aviation Council policies.

There is a national civil aviation security programme in the country.

Airports have their own security programmes.

Air carriers have their own security programmes.

3.16.8 SyriaThere are cross-border regional arrangements with regard to aviation accident and incident investigation, such as with the TMAG ( Turkish Middle East Aviation Group) Aviation Group.Plans to establish separate aviation accident and incident investigation board is under discussion and considerations.

The country is cooperating with ICAO, Euromed ,EMAC(Europe Middle Air Traffic Management Coordination), TMAG.

There is a national civil aviation security programme in the country.

Airports have their own security programmes.

Air carriers have their own security programmes.

3.16.9 TunisiaTunisia has signed an Administrative Arrangement concerning technical cooperation on accidents and incidents investigations with the French BEA in December 1999.

There are further bilateral agreements such as with Italy.

The cooperation agreements, for example with Eurocontrol.

There is a national civil aviation security programme in the country, in accordance with Annex 17 of ICAO.

Airports have their own security programmes, pursuant to the National Safety Program.

All airlines have their Safety Programme in accordance with the National Safety Program.

3.16.10 TurkeyThe country does have cross-border regional arrangements with regard to aviation accident and incident investigation.

The country is cooperating with international and regional ATM initiatives.

There is a national civil aviation security programme in the country.

Airports have their own security programmes.

There is a national quality control programme concerning civil aviation security.

3.17 Action 17The development of logistic platforms in the Mediterranean Countries is a high priority. European Commission support will be provided through facilitation activities like TAIEX workshops or twining projects. The EIB study on the subject (to be completed in mid-2007) is a very important exercise which will provide a good basis for the development of logistic platforms in the future.

3.17.1 Algeria

3.17.2 Egypt

3.17.3 IsraelThe country is not involved in TAIEX workshops or a twinning project in order to develop logistic platforms.

The country has not received the EIB study and has not commented on it.

3.17.4 Jordan

3.17.5 Lebanon

3.17.6 MoroccoThe country is not involved in TAIEX workshops or a twinning project in order to develop logistic platforms.

The country has received the EIB study and commented on it.

3.17.7 Palestinian AuthorityThe country is not involved in TAIEX workshops or a twinning project in order to develop logistic platforms.

The country has not received the EIB study and has not commented on it.

3.17.8 SyriaThe EIB study has been received and commented on.

3.17.9 TunisiaThe country desires cooperation with the EU on multimodal transport and logistics as part of Motorways of the Sea project.

The EIB study has been requested.

3.17.10 TurkeyThe TAIEX Workshop "EU Intermodal Transport Legislation-Marco Polo II" was held in Turkey on 27-28 April 2006.

In 2010, Turkey will conduct the EU funded twinning project "Strengthening Intermodal Transport in Turkey".

The Outcomes of the Project are excepted to be: Preparation of Intermodal Transport Regulation in line with Council Directive

92/106 Training of relevant staff Development of strategy indicating policies to promote intermodal transport in

Turkey

The country has not received the EIB study and has not commented on it.

3.18 Action 18In the framework of the EuroMed Forum, Euro-Mediterranean countries will set up a network of transport experts to collaborate on regularly assembling and analyzing transport data, maintaining a common database of demand, GIS network data and common forecasting scenarios for the Mediterranean. Such a network already exists in the framework of CETMO for the western Mediterranean. This should be expanded in the course of 2007 and 2008 to include representatives from eastern Mediterranean Countries. Assuming the successful and timely implementation of a permanent secretariat to support the activities of the Euro-Mediterranean transport forum (see action 34), the two actions should be linked.

3.18.1 Algeria

3.18.2 Egypt

3.18.3 IsraelThe country is not collaborating with other EuroMed countries on data collection, maintaining a common database of demand, GIS network data and common forecasting scenarios for the Mediterranean.

3.18.4 Jordan

3.18.5 Lebanon

3.18.6 MoroccoThe country is not collaborating with other EuroMed countries on data collection, maintaining a common database of demand, GIS network data and common forecasting scenarios for the Mediterranean.

3.18.7 Palestinian Authority

3.18.8 Syria

3.18.9 Tunisia

3.18.10 TurkeyThe country is not collaborating with other EuroMed countries on data collection, maintaining a common database of demand, GIS network data and common forecasting scenarios for the Mediterranean.

3.19 Action 19Mediterranean Countries are invited to take the necessary steps for developing the projects provisionally identified by the High-Level Group (HLG) as short-term priorities (see Annex A) as well as any other projects on the HLG axes singled out by the Euro- Mediterranean Transport Forum. All approved projects should be subsequently systematically appraised through full feasibility studies. The European Commission encourages and supports the development of border crossing projects in order to complete the physical integration of the Euro-Mediterranean countries.

3.19.1 Algeria

3.19.2 Egypt

3.19.3 IsraelThe country is developing the following projects listed in Annex A of the RTAP: Jezreel Valley Railway connecting Port of Haifa to the Jordanian border:

o Statutory approval of the project is underway.o Land expropriation was completed.

3.19.4 Jordan

3.19.5 Lebanon

3.19.6 MoroccoMorocco is implementing the projects listed in Annex A of the RTAP:

- High speed railway line Casablanca - Tanger: work will start in 2010;- High speed railway line Casablanca - Marrakech: Feasibility study completed;- Construction of highway Fes - Oujda is underway for commissioning in 2011;- Work to increase the capacity of the Rabat-Casablanca highway in progress; and- Work on the new highway around the city of Rabat will begin in late 2010.

3.19.7 Palestinian Authority

3.19.8 Syria

3.19.9 Tunisia

3.19.10 TurkeyThe country is developing the projects listed in Annex A of the RTAP.

3.20 Action 20Further to the above, Mediterranean Countries are encouraged to submit the projects identified by the HLG as priorities in the long-term (to start after 2010) to pre-feasibility studies in anticipation of the review of the HLG priorities in 2010. Alternative proposals should be considered for projects displaying low suitability according to the completed pre-feasibility studies. The pre-feasibility studies on all the long-term priorities should be completed by 2010 and be followed by full feasibility studies by 2013.

3.20.1 Algeria

3.20.2 Egypt

3.20.3 IsraelA pre feasibility study was conducted by the EU for the Jezreel (Ha-emek) Valley railway.

No alternative proposals are considered.

3.20.4 Jordan

3.20.5 Lebanon

3.20.6 MoroccoThe following projects are under investigation:

- Study of the fixed link across the Strait of Gibraltar;- Pre-feasibility study of the TGV Casablanca - Marrakech is completed;- Work is in progress to increase the capacity of the highway Casablanca – Rabat;- Pre-feasibility study for the electrification of the railway line Fes - Oujda is

completed.

An alternative proposal for the container terminal at the port of Mohammedia (increased capacity of the port of Casablanca to reach 1.6 million TEUs) is under consideration.

3.20.7 Palestinian Authority

3.20.8 Syria

3.20.9 Tunisia

3.20.10 TurkeyThe country has not prepared pre-feasibility studies for the projects identified in the HLG.

All infrastructure projects identified in the TINA study are proposals of Turkey as an alternative to the HLG axis.

3.21 Action 21Mediterranean Countries are invited to facilitate, to the extent possible and where relevant, the successful implementation of the first two MoS pilot projects in 2008 and 2009; and to take into account their approach and replicate their best practices in future MoS projects to be installed in 2010-2013.

3.21.1 Algeria

3.21.2 Egypt

3.21.3 IsraelThe country is involved in a MoS pilot project.

The country is not duplicating the concept of Motorways of the Seas project in other projects.

3.21.4 Jordan

3.21.5 Lebanon

3.21.6 MoroccoA pilot project for an integrated maritime service between Agadir and Port Vendres to transport citrus / futures in refrigerated containers has been started.

Another similar service will be launched this year and will be implemented according to the pilot project (Agadir - Dunkirk).

The country is duplicating the concept of Motorways of the Seas project in other projects.

3.21.7 Palestinian Authority

3.21.8 Syria

3.21.9 Tunisia

3.21.10 TurkeyThe first project is Marport (Turkey) - Alexandria (Egypt), under MEDA MOS first phase.

Second proposal covers Mersin (Turkey) - Trieste (Italy) under MEDA MoS second phase.

The country is not duplicating the concept of Motorways of the Seas project in other projects.

3.22 Action 22Strategic environmental assessments and environmental impact assessments have to be carried out for all relevant plans, programmes and projects concerning transport, especially with regard to port infrastructure, management and operations.

3.22.1 Algeria

3.22.2 Egypt

3.22.3 IsraelEIA for all transport projects is mandatory in order to get approval for the project by the National Planning Authorities.

3.22.4 Jordan

3.22.5 Lebanon

3.22.6 MoroccoLaw No. 12-03 relating to impact on the environment defines EIA as a preliminary study to assess the direct or indirect effects to the environment in the short, medium and long term following the completion of projects and economic development. EIA also has to identify measures to eliminate, mitigate or compensate for adverse impacts and to enhance positive impacts of projects on the environment. (Dahir No. 1.03.60, 10 Rabii I 1424 (May 12, 2003), BO N ° 5118 of June 19, 2003).

Because of this law impact studies are required for projects of transport infrastructure: roads and highways, airports, railways, ports and marinas.

3.22.7 Palestinian Authority

3.22.8 Syria

3.22.9 Tunisia

3.22.10 TurkeyAlmost all transport infrastructure projects have to have the Environmental Impact Assessments. For example: Candarlı and Mersin port projects, Halkali (İstanbul)-Kapıkule (Bulgarian border) railway projects, Black Sea Coastal Road Projects, Gerede-Merzifon junction etc.

3.23 Action 23In order to expand the pool of environmental expertise available to Mediterranean Countries regarding transport, it is recommended to enhance the environmental expertise within national transport ministries, for example by establishing dedicated environmental units.

3.23.1 Algeria

3.23.2 Egypt

3.23.3 IsraelThe country has experience with environmental appraisals in the transport sector.

The country does have a dedicated team of environmental experts in a ministry or agency dealing with transport projects. The team is in the Ministry for Environmental Protection and the Ministry of Interior which is in charge of planning approvals.

3.23.4 Jordan

3.23.5 Lebanon

3.23.6 MoroccoThe country has experience with environmental appraisals in the transport sector.

The country does not have a dedicated team of environmental experts in a ministry or agency dealing with transport projects.

3.23.7 Palestinian Authority

3.23.8 Syria

3.23.9 Tunisia

3.23.10 TurkeyThe country has experience with environmental appraisals in the transport sector.

The country does have a dedicated team of environmental experts in a ministry or agency dealing with transport projects. But the number of environmental experts and engineers is rather limited. In the Ministry of Transport there are around 10 environmental experts working in different sections such as DG for Construction of Railways, Airports and Ports; Department for Foreign Affairs, Turkish State Railways and Under-secretariat for Maritime.

3.24 Action 24Future infrastructure needs assessment or feasibility studies should entail a risk assessment and management strategy through the incorporation of scenarios on socioeconomic development.

3.24.1 Algeria

3.24.2 Egypt

3.24.3 IsraelThe country is not using scenarios on socioeconomic development when appraising transport investments.

3.24.4 Jordan

3.24.5 Lebanon

3.24.6 MoroccoThe country is using scenarios on socioeconomic development.

Master plans and development plans for transport infrastructure at national level are prepared on the basis of studies and evaluation of several scenarios of socioeconomic development.

Examples are highway frameworks, port master plans, etc..

3.24.7 Palestinian Authority

3.24.8 Syria

3.24.9 Tunisia

3.24.10 TurkeyThe country is using scenarios on socioeconomic development relating to some major transport projects like Çandarlı port and Mersin port.

3.25 Action 25It is equally important to recall the goals of accessibility and public service obligation in transport planning. With respect to infrastructure investment, it is important to ensure the organic linkage of all new infrastructures on the trans-national axes with the national networks.

3.25.1 Algeria

3.25.2 Egypt

3.25.3 IsraelThe country insures that the new investments link up with the existing local network. For example: the linkage to cross border terminals and future axes to neighbouring countries.

3.25.4 Jordan

3.25.5 Lebanon

3.25.6 MoroccoAll transnational transport axes are linked to local networks. For example: all transnational road and motorway sections which are completed or planned are fully connected to local networks.

3.25.7 Palestinian Authority

3.25.8 Syria

3.25.9 Tunisia

3.25.10 TurkeyThe country insures that the new investments link up with the existing local network. For example: the Baku-Tbilisi-Kars railway line which is currently constructed will link to the main railway line leading from Erzurum to İstanbul -Marmaray crossing beneath the Istanbul strait.

3.26 Action 26Without prejudice to actions taken in other transport modes, safety aspects should be integrated in the design, construction and operation of any future road links and nodes and in the upgrading of existing links. This should follow the standards prescribed by international best practice.

3.26.1 Algeria

3.26.2 Egypt

3.26.3 IsraelFor roads the country uses the Highway Capacity Manual and other standards.

For Airports the country uses ICAO standards.

For Rail the country uses UIC standards.

Since 2007, the country has an independent road safety agency.

3.26.4 Jordan

3.26.5 Lebanon

3.26.6 MoroccoThe country has guidelines for the design, construction and operation of infrastructure which set safety standards for transport infrastructure (roads, highways, ports, airports and railways).

The country does not have an independent road safety agency.

3.26.7 Palestinian Authority

3.26.8 Syria

3.26.9 Tunisia

3.26.10 TurkeyThe country routinely considers safety aspects, especially road safety.

The country does not have an independent road safety agency.

3.27 Action 27Mediterranean Countries should continue to collaborate with the EuroMed GNSS projects and liaise with the GALILEO Euro-Mediterranean Cooperation Office (GEMCO). The Mediterranean Countries should also liaise with the European Commission regarding the progress and opportunities related to the gradual introduction of European GNSS services in the region as of 2011.

3.27.1 Algeria

3.27.2 Egypt

3.27.3 IsraelThe country does not cooperate with GEMCO.

However, the country participated at the EuroMed meeting in Istanbul October 2009.

Israel's Civil Aviation Authority is eager to cooperate regarding introducing of EGNOS and GNSS related services.

3.27.4 Jordan

3.27.5 Lebanon

3.27.6 MoroccoThe country has a cooperation agreement with GEMCO.

Since 2006, the country has been introducing EGNOS and GNSS related services.

3.27.7 Palestinian Authority

3.27.8 SyriaThe country has participated at the EuroMed meeting in Istanbul in October 2009. However, The Syrian Ministry Of Transport is preparing to host a workshop of Opportunities of Satellite Navigation for Arabic countries in April 2010.

3.27.9 Tunisia

3.27.10 TurkeyThe country does not cooperate with GEMCO.

However, the country hosts RIMS stations and VSAT system since 09.04.2004.

3.28 Action 28Training, twinning and exchange programmes aiming at improving institutional capacity must be continued over the next five-year period and expanded through management seminars to assist in the organizational reform of transport administrations, maintaining institutional capacity and upgrading knowledge. Mediterranean Countries are invited to propose related activities to the TAIEX instrument.

3.28.1 Algeria

3.28.2 Egypt

3.28.3 IsraelIn 2007-2009, the country participated in a TAIEX project covering ITS and driver and car licensing.

In 2008-2009, the country participated in a Twinning project covering the reorganization of public transport administration.

The country has not proposed further TAIEX/TWINNING projects.

3.28.4 Jordan

3.28.5 Lebanon

3.28.6 MoroccoIn 2006-2007, the country participated in a TAIEX/TWINNING project covering maritime transport.

The country has also proposed TAIEX/TWINNING projects covering civil aviation, air transport and road safety.

3.28.7 Palestinian Authority

3.28.8 Syria

3.28.9 Tunisia

3.28.10 TurkeyThe country has participated in the following Twinning projects: Turkish Rail Sector Re-Structuring and Strengthening Project (2005-2007) Support to the Enhancement of Safety of Maritime Transport in Turkey (January

2004 – November 2005) Support to the Turkish Road Transport Sector (2005-2007) Improvement of Maritime Safety in Ports and Coastal Areas of Turkey (December

2006- 2008)

The country has participated in the following TAIEX projects: New EU Applications in Road Transport and Foreign Trade (June 2009) Workshop on Mitigations Policies of Emissions from Road Transport (June 2009)

The country has proposed the following Twinning project: Strengthening Intermodal Transport in Turkey (2010-2012)

The country has proposed the following TAIEX projects: Observation of the Best Practices and Implementations of Weight and Dimension

Control Stations in EU Member States (2010) Weight and Dimension for Road Vehicles (2009) ADR Safety Advisors (2009) Improvements to Corrective and Preventive Maintenance Procedures in Railway

Vehicles (2008) Implementation of Port State and Flag State Controls (2006)

3.29 Action 29Assisted by the Working Group on infrastructure and regulatory issues, Mediterranean Countries are encouraged to start technical work on the priorities identified by the HLG or approved alternatives (see actions 19-21). These priorities should also provide the reference basis for the funding of feasibility and other studies by the NIF.

3.29.1 Algeria

3.29.2 Egypt

3.29.3 IsraelThe country has started technical work on the priority projects identified by the HLG: Haemek Valley Railways: the project is at various planning stages.

The country has not started technical work on approved alternative projects.

3.29.4 Jordan

3.29.5 Lebanon

3.29.6 MoroccoThe country has started technical work on the priority projects identified by the HLG:

- Capacity increase of the motorway Casablanca - Rabat;- Highway Fes - Oujda; and- high speed railway line Tangier-Casablanca.

The country has started technical work on the approved alternative project: New container terminal in Casablanca port instead of the container terminal at

the port of Mohammedia.

3.29.7 Palestinian Authority

3.29.8 Syria

3.29.9 Tunisia

3.29.10 TurkeyThe country has started technical work on the priority projects identified by the HLG:

The feasibility study for the construction of Halkali (İstanbul) - Kapikule (Bulgarian Border) railway line is about to be finished. Land expropriation is going on.

Double Track High Speed line between Ankara and Sivas is under construction. Also new High Speed line between Ankara and Kayseri is planned. Feasibility study is in process.

The feasibility studies of the Gerede-Merzifon road (Northern Transit Road line of Turkey) were assessed within the "Partners for Road" Programme. The road will be upgraded from 2x1 standard to 2x2 standard.

The Sanlıurfa - Silopi road section leading to the Iraqi and Iranian border has been upgraded to dual carriageway.

Turkey's alternative transport infrastructure projects are contained in the TINA Study. TINA defines the core transport network of Turkey which are linked to the Trans-European Network-Transport (TEN-T).

Technical works, feasibility studies and the construction of priority road and rail infrastructure defined in the TINA study is continuing.

3.30 Action 30The European Commission is called upon to complete a micro-study evaluating the opportunities, chances and risks for PPPs in the Mediterranean region. The study will describe the current situation, thereby highlighting the legal possibilities and obstacles, and list the transport PPPs already implemented in the region. It will also publicize those projects with a potential to be implemented as PPPs and liaise with International Financial Institutions (IFIs) and private investors active in the Mediterranean region to gauge their potential interest in financing these projects.

3.30.1 Algeria

3.30.2 Egypt

3.30.3 IsraelThe country is preparing the following PPP projects:- Cross Israel Toll Road Highway- Road 431 (PFI)- Carmel Tunnels at Haifa (Toll road)- Fast Lane to Tel Aviv,with congestion toll- Jerusalem LRT line- Tel Aviv LRT Line- Road 531

The country has implemented the following transport PPP projects:- Cross Israel Toll Road Highway- Road 431 (PFI)- Carmel Tunnels at Haifa (Toll road)- Fast Lane to Tel Aviv,with congestion toll- Jerusalem LRT line

3.30.4 Jordan

3.30.5 Lebanon

3.30.6 MoroccoThe country is preparing the following PPP projects: Terminal 3 at the port of Tangiers Med; and Terminal 3 at the port of Casablanca.

The country has implemented the following transport PPP projects:- Terminals 1, 2 and 4 at the port of Tangiers Med- Terminals 1, 2 and 3 at the port of Casablanca,- etc..

3.30.7 Palestinian Authority

3.30.8 Syria

3.30.9 Tunisia

3.30.10 TurkeyThe country is preparing the following PPP projects:

- In road transport, some border stations will be modernised using the BOT model. These border gates are Yayladagı (Syrian Border), Oncupınar (Syrian Border), Dilucu (Iranian Border) and Turkgozu (Georgian Border).

- In air transport, touristic airports will be built using BOT models such as Milas-Bodrum Airport and Dalaman Airport.

The country has implemented the following transport PPP projects:

- In air transport, the main airports were constructed or renovated using BOT model. Examples are Antalya Airport, Esenboga (Ankara) airport.

- In road transport, some border stations were modernised using BOT models. These border gates are Kapıkule, Hamzabeyli (Bulgarian Border), Sarp (Georgian Border), Cilvegozu (Syrian Border) and Habur (Iraqi Border)

3.31 Action 31The European Commission is called upon to hold a coordination meeting or set of meetings with the various International Financial Institutions (IFIs) active in the Mediterranean region, notably in the context of the MoU on cooperation in the MEDA region signed between the EC, the EIB and the World Bank in May 2004. The aim of these meetings – to take place in 2007-2008 and be chaired by the EC – should be to establish an Infrastructure Steering Group for facilitating coordination on regional transport priorities in line with strategies defined by the national authorities. In addition, the option for a Project Preparation Facility should be explored. Such a facility would be in charge of financing technical assistance for project preparation in order to make potential investments bankable.

3.31.1 Algeria

3.31.2 Egypt

3.31.3 IsraelThe country is not in discussion with IFIs.

3.31.4 Jordan

3.31.5 Lebanon

3.31.6 MoroccoThe country is in discussion with various IFIs (African Development Bank, AFD, AFESD, KFAED) to prepare projects in the following sectors: ports, rural roads, airports and highways.

3.31.7 Palestinian Authority

3.31.8 Syria

3.31.9 Tunisia

3.31.10 TurkeyTurkey makes use of long term loans from IFIs, notably from the World Bank and the EIB.

The EIB recently provided 700 Million Euro for transport infrastructure in İstanbul. The beneficiary agency is Istanbul Municipality.

3.32 Action 32The Euro-Mediterranean Transport Forum as the main platform for the discussion, monitoring and regular update of the RTAP shall deliver a mid-term review of the RTAP by the end of 2009 and a final review report by mid-2013. Given that the executive capacity of the Euro-Mediterranean Transport Forum is limited, the European Commission – as secretariat of the Forum – should continue to provide the support required to prepare reports and updates.

There are no country specific measures to implement this action.

3.33 Action 33In order to fulfil its monitoring task with respect to the implementation of the trans-national axes in the Mediterranean, the Euro-Mediterranean Transport Forum is invited to establish an additional thematic WG in 2007 to deal with infrastructures for all modes of transport, and with regulatory issues for land transport. The working group should consider multimodality, focusing on the main Mediterranean transport axes but taking the wider transport network into account. Furthermore, it should coordinate its work with other Forum working groups. The European Commission should provide organizational and financial support for the running of these working groups.

There are no country specific measures to implement this action.

3.34 Action 34The Commission is invited to consider the establishment and maintenance of a permanent secretariat on Mediterranean transport to support the operation of the Euro- Mediterranean Transport Forum through the systematic collection and analysis

of relevant data and the supply of expertise (see also action 18). Such a secretariat should ideally comprise two programme areas dealing with Western and Eastern Mediterranean respectively, given the different opportunities and challenges and the variable development of institutional structures of regional cooperation in the two sub-regions. A feasibility plan on the establishment of such a permanent secretariat should be completed by the end of 2007 and take into account the experiences made by CETMO for the Western Mediterranean.

There are no country specific measures to implement this action.