REPORT ON GNSS SERVICES IMPLEMENTATION
ROADMAP
METIS
D04 ANNEX B - EGYPT GNSS REGIONAL PLAN
Reference:
METIS_2300_D-04
Number of pages:
27
File:
METIS_2300_D-04_Annex_B_Egypt V5
Classification:
Public
Customer:
GSA
Contract:
GJU/06/5025-CTR/METIS
Prepared by:
TPZ
Version:
V5
Company reference (if any)
Date:
Signature:
30/05/2008
Reference:
METIS_2300_D-04
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Table of Contents
1
INTRODUCTION .................................................................................................................4
1.1
List of Acronyms ....................................................................................................4
2
INSTITUTIONAL ASPECTS ON GNSS CURRENT STATUS .....................................................9
3
CIVIL AVIATION ...............................................................................................................10
4
5
6
7
3.1
Main Stakeholders ...............................................................................................10
3.2
Current Status......................................................................................................10
3.2.1
Infrastructures ........................................................................................10
3.2.2
Users......................................................................................................11
3.2.3
Strategies...............................................................................................11
3.2.4
Operations .............................................................................................12
3.3
Opportunities and key issues...............................................................................12
MARITIME .......................................................................................................................13
4.1
Main stakeholders................................................................................................13
4.1.1
Maritime safety.......................................................................................13
4.1.2
Maritime freight ......................................................................................13
4.1.3
Ports.......................................................................................................13
4.2
Current Status......................................................................................................15
4.2.1
Maritime safety.......................................................................................15
4.2.2
Maritime freight ......................................................................................17
4.3
Opportunities and key issues...............................................................................17
4.3.1
Maritime safety.......................................................................................17
4.3.2
Maritime freight ......................................................................................18
RAIL ...............................................................................................................................19
5.1
Main stakeholders................................................................................................19
5.2
Current Status......................................................................................................19
5.3
Opportunities and key issues...............................................................................19
ROAD .............................................................................................................................21
6.1
Main stakeholders................................................................................................21
6.2
Current Status......................................................................................................21
6.3
Opportunities and key issues...............................................................................21
LAND APPLICATIONS .......................................................................................................22
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7.1
Main stakeholders................................................................................................22
7.2
Current Status......................................................................................................22
7.3
Opportunities and key issues...............................................................................22
PUBLIC SAFETY-SECURITY APPLICATIONS.......................................................................23
8.1
Main stakeholders................................................................................................23
8.2
Current Status......................................................................................................23
8.3
Opportunities and key issues...............................................................................23
CONCLUSIONS AND INPUTS FOR THE SERVICE ENABLERS ANALYSIS ...............................24
List of Tables
Table 1 Navigation infrastructure status.................................................................................10
Table 2 Monthly movements ................................................................................................11
List of Figures
Figure 1 Map of Egypt ..........................................................................................................20
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I NTRODUCTION
This document is the Annex to the METIS D04 “REPORT ON GNSS SERVICES
IMPLEMENTATION ROADMAP”, and it is the part related to Egypt.
1.1
LIST OF ACRONYMS
A
A-SMGCS
Advanced-Surface Movement Guidance and Control Systems
ABAS
Aircraft Based Augmentation Systems
ACAC
Arab Civil Aviation Commission
AIN
Arab Institute of Navigation
AIS
Automatic Identification System
AOC
Advanced Operational Capability
APV
Approach with Vertical guidance
APS
Administration of Shipping and Ports
ATM
Air Traffic Management
ATS
Air Traffic Services
ANSP
Air Navigation Service Provider
ASECP
Association des Sociétés Européennes Concessionnaires d'Autoroutes
à Péage
B
BOT
Build-Operate-Transfer
C
CAA
Civil Aviation Authority
CAT
Category
CDMA
Code Division Multiple Access
CEPOL
European Police College
CEMTO
Transport Study Centre for the Western Mediterranean
CNS
Communication Navigation Surveillance
COMESA
Common Market for Eastern & Southern Africa
COMPASS
Computer-Assisted Surveillance System
COTS
Commercial Off-The-Shelf
D
DESTIN
Defining and evaluating a strategic transport infrastructure network in the
Western Mediterranean
DG AIDCO
Directorate-General Energy and transport
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DGCA
Directorate General for Civil Aviation
DG TREN
Directorate-General Energy and transport
DME
Distance Measuring Equipment
DF
Direction Finder
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E
EANPG
Regional European Air Navigation Planning Group
EC
European Commission
ECAC
European Civil Aviation Conference
ECTS
European Credit Transfer System
EGNOS
European Geostationary Overlay System
EFTA
European Free Trade Area
EIB
European Investment Bank
EMFTA
Euro-Mediterranean Free Trade Area
EMSA
European Maritime Safety Agency
ENPI
European Neighbourhood and Partnership Instrument
ESA
European Space Agency
ESCWA
(United Nations) Economic and Social Commission for Western Asia (or
UN-ESCWA)
ESSP
European Satellite Services Provider
EU
European Union
EUMEDIS
Euro-Mediterranean Information Society
F
FATF
Financial Action Task Force
FEMIP
Facility for Euro-Mediterranean Investment and Partnership
FMS
Flight Management System
FSAP
Financial Sector Assessment Program
G
GAGAN
GPS And GEO Augmented Navigation
GATS
General Agreement on Trade in Services
GBAS
Ground Based Augmentation Systems
GCC
Gulf Cooperation Council
GDP
Gross Domestic Product
GIE
Groupement d'Intérêt Economique
GIS
Geographic Information System
GNSS
Global Navigation Satellite System
GSA
European GNSS Supervisory Authority
GPRS
General Packet Radio Service
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GPS
Global Positioning System
GSM
Global System for Mobile communications
GTMO
Transport Ministers Group of the Western Mediterranean
H
HDI
Human Development Index
I
IATA
International Air Transport Association
ICAO
International Civil Aviation Organization
IFAC
International Federation of Accountants
ILO
International Labour Organisation
ILS
Instrumental Landing System
IMO
International Maritime Organisation
INFRAMED
Transport infrastructure assessment in the Western Mediterranean
IOP
Initial Operation Phase
IPPC
International Plant Protection Convention
ISCS
International Ship and Port Facility Security Code
ISPS
International Ship and Port Security
ITS
Intelligent Transport Systems
ITU
International Telecommunications Union
L
LAD
Local Area-Demonstration (METIS)
LBS
Location-Based Services
LPV
Lateral-precision with vertical guidance
M
MAFTA
Mediterranean Arab Free Trade Area
MARPOL
International Convention for the Prevention of Pollution from Ships
MARWAN
Maroc Wide Area Network
MoS
Motorways of the Sea
MoU
Memorandum of Understanding
MSAS
MTSAT Satellite-based Augmentation System
MSI
Maritime Safety Information
MTSAT
Multi-Function Transport Satellite
N
NDB
Non Directional Beacon
NPA
Non Precision Approach
O
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OIE
World Organisation for Animal Health
ONDA
Moroccan Office National des Aéroports
ONU
Organisation des Nations Unies
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P
PC
Personal Computer
PDA
Personal Digital Assistant
PPA
Parité de Pouvoir d'Achat (French: purchasing power parity)
PSC
Political and Security Committee
PSC
Port State Control System
P&LA
Ports &Lighthouses Authorities
R
R&D
Research & Development
RAIM
Receiver Autonomous Integrity Monitoring
REG-MED
Regulatory convergence to facilitate international transport in the
Mediterranean
RIMS
Ranging and Integrity Monitoring Station
RNAV
aRea NAVigation
RNP
Required Navigation Performances
RTA
River Transport Authority
RTAP
Regional Transport Action Plan
RTCM
Radio Technical Commission Maritime
S
SAFEMED Project EuroMed Cooperation on Maritime Safety and Prevention of Pollution
from Ships
SAR
Search And Rescue
SBAS
Space Based Augmentation Systems
SID
Standard Instrument Departure
SOLAS
International Convention for the Safety of Life at Sea
SoW
Statement of Work
STAR
Standard Terminal Arrival Routes
T
TBC
To Be Confirmed
TBD
To Be Defined
TBW
To Be Written
TEU
Twenty-feet Equivalent Units
TPZ
Telespazio
TMA
Terminal Area
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TAS
Thales Alenia Space
TAS-F
Thales Alenia Space-France
TEN
Trans-European Network
TTA
Time To Alarm
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U
UNCTAD
United Nations Conference on Trade and Development
UNDP
United Nations Development Programme
UN-ESCWA
(United Nations) Economic and Social Commission for Western Asia (or
ESCWA)
USD
United States Dollar
V
VHF
Very High Frequency
VOR
VHF Omni-directional Radio-range
VMTS
Vessel Traffic Management Services
VTS
Vessel Traffic Services
W
WAAS
Wide-Area Augmentation System
WAD
Wide-Area Demonstration (METIS)
WP
Work Package
WWRNS
World-Wide Radio Navigation System
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I NSTITUTIONAL A SPECTS ON GNSS C URRENT S TATUS
Egypt envisages two locations for RIMS, based on the cooperation with NANSC:
One of the four EGNOS MEDA extension RIMS hosting sites (Tel Aviv, Abu Simbel,
Tamanrasset and Agadir)
One is part in the frame of the EGNOS AOC (Advanced Operational Capability) architecture,
in Alexandria.
At the time of the plan, the deployment planning of these RIMSs is not yet defined.
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3.1
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C IVIL AVIATION
MAIN STAKEHOLDERS
The main Egyptian aviation stakeholders and their main responsibility are reported below:
The Air Navigation Service Provider is NANSC (National Air Navigation Service Company);
then the regulatory entity is the Egyptian Civil Aviation Authority.
Airport management is in charge to the Egyptian Airports Company (EAC), which owns and
handles all of Egypt's airports, except Cairo International Airport (managed by the Cairo
Airport Company). In a bid to increase airport efficiency, this state-held company awarded in
early 2005 French airport management company, Aeroports de Paris (ADP), the contract to
manage five regional airports - namely the ones of Sharm El Sheikh, Hurghada, Luxor,
Asswan and Abu Simbel - which can handle a total of 10 million passengers a year. The
operating period of the contract lasts for six years and under the terms ADP is not required to
invest in any of the airports.
Airspace users require of course the authorization by Egyptian CAA.
The process related to equipments and airworthiness certification is performed by the
Egyptian CAA, according to the specific ECARS (Egyptians CAA Regulations).
3.2
CURRENT STATUS
This issue reports and details the status of the available plans (mostly at ICAO level) that
have influence in the specific Country. In this issue the information have been derived by the
existing documentation (including the METIS D01 and D02); a feedback is expected from
local responsible actors to validate the data and support the further steps.
3.2.1 Infrastructures
The status of the Navigation infrastructures for civil aviation is reported in the ICAO
document [MIDANPIRG GNSS TF/5 Report, 14th September 2005, Table CN3 – Nav-Aids]; it
has been analysed in the D01. A rough estimation of the yearly operational cost of such
ground Navaids infrastructure is reported in the table below:
Type of
Station
DME
VOR
ILS
NDB
Number of
Stations
17
17
11
4
EGP / year / station
260.000
260.000
400.000
12.000
Euro / year / station
Euro / year / infrastr.
33.000
33.000
52.000
1.600
Table 1 Navigation infrastructure status
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561.000
561.000
572.000
6.500
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Such costs are recovered through charges applied to all the airspace users categories and
for both en-route and TMA flight phases. On this regards, it is important the partnership with
Eurocontrol for the collection of the Air Navigation charges.
3.2.2 Users
An important input to the definition of the regional and national plans is the information about
the market size and evolutions. For civil aviation this would be reflected by the forecast in
terms of traffic in the area. As basis for traffic forecast in the period 2007-2017, monthly
movements of the main Egyptian airports are reported in the table below.
Aerodrome
Commercial
General Aviation
Commercial
Flights
(long
and
Business Civil Helicopters
Flights (regional)
range)
Jets
Cairo
75 348
30 652
1 126
n.a.
Sharm Elsheikh
28 145
7 078
2 838
n.a.
Hurgada
28 157
5 139
1 667
n.a.
Table 2 Monthly movements
3.2.3 Strategies
Egypt is included in both ICAO AFI (African and Indian Ocean) and MIDAN (Middle East Air
Navigation) Planning and Implementation Regional Groups (APIRG and MIDANPIRG).
The updated AFI GNSS strategy developed by the AFI GNSS Working Group, and the
updated MIDAN GNSS strategy developed by the ICAO Middle East GNSS Task Force are
reported in the D04 master document. Such ICAO strategies are directly endorsed at
National level.
Egypt is part of the Arab Civil Aviation Commission (ACAC), and NANSC is involved in all the
Air Navigation committee tasks, like CNS/ATM feasibility stuffy project, GNSS dedicated
activities and others.
As part of ACAC, Egypt participates to the programme for air transport liberalisation,
expected to be fully in force by 2007. About this topic there is also knowledge of the
“COMESA (Common Market for Eastern and Southern Africa) Regulations for the
implementation of the liberalised air transport industry” (Legal Notice No. 2 of 1999): Egypt is
member of COMESA.
In addition, since May 2005, in agreement with the EC, ACAC allows its members to
negotiate horizontal agreements with the EC, in order to put existing bilateral air services
agreements in conformity with Community law (EC has the mandate to negotiate such
agreement with all third countries). At present Egypt there are no information about EuroMediterranean Aviation Agreement between Egypt and EU;
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Egypt is also member of EMAC (Europe Middle-East Air Traffic Management Coordination),
a regional mechanism to foster cooperation in air traffic management, between Cyprus,
Egypt, Jordan, Lebanon, and Syria.
Egypt has bilateral agreements with Cyprus and Greece for Air Traffic Management in the
frame of the BLUE MED project.
3.2.4 Operations
Regarding the status of RNAV implementation and approvals of the en-route operational use
of GNSS, today the Cairo FIR is RNP-5 air spare above FL195 except the southern west part
of Egypt.
In TMA, RNAV / NPA are developed at Cairo international airport, using RNAV SIDs &
STARs and will be gradually introduced at all international airports as a NPA.
On this regards, Egyptian Civil Aviation Authority is in charge of procedures design,
certifications….etc.
For what concern other potential applications, today ADS-C exists but his service is
suspended, and the A-SMGCS is operational in the Cairo airport.
3.3
OPPORTUNITIES AND KEY ISSUES
From the analysis of the status of the Navigation infrastructures for civil aviation done in the
D01, only RNAV NPA approaches are today developed or planned, and few airports seem to
be equipped with systems providing vertical guidance and allowing Precision Approaches.
GNSS is an important enabler for speeding up the introduction of operational improvements
increasing the level of safety and with less cost of a ground infrastructure. On this regard,
experiences around GNSS and EGNOS in particular have started in Egypt through ESA,
METIS and GEMCO activities.
The key issues related to the GNSS civil aviation services introduction in Egypt are the same
related to the status of the GNSS in Europe, especially for what concern the implementation
of the EGNOS enablers; of course, this is also impacted by the discussions on-going at ICAO
level about GNSS strategy in the different regions.
Then, the key issues are well known, and can be summarized as follows:
ƒ
Lack of evidence of a clear CBA, a business case so positive to activate the service
operational introduction by the service providers; the unclear mechanisms for the cost
allocation between domains and the cost recovery by the different domain users;
ƒ
security issues, including restrictions related to air defence;
ƒ
the real dimension of users of SBAS LPV procedures.
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M ARITIME
4.1
MAIN STAKEHOLDERS
4.1.1 Maritime safety
The central Maritime Administration is the Ports &Lighthouses Authorities (P&LA) under the
Ministry of Maritime Transport, the Central Marine Inspection Department consists of three
divisions as follows:
ƒ
Marine inspections in ports Division
ƒ
Technical Division
ƒ
Registration, legal and seamen Division1.
4.1.2 Maritime freight
The principal ports of Egypt are owned by the Government and operated through the
Maritime Transport Sector (MTS).
The Port of Sokhna has been constructed by the Government of Egypt and is being run by a
private sector company, Sokhna Port Development Co (SPDC).
Another main stakeholder is the National Navigation Company. The scope of National
Navigation Company is to facilitate and enhance Egypt’s trade and on the other hand to
participate in the sea-transportation of international dry bulk commodities.
Suez Canal Container Terminal will profitably operate a container terminal at Port Said East
Port and in active cooperation with its customers deliver efficient, reliable and cost effective
services thereby becoming the leading container hub in the Eastern Mediterranean to the
benefit of customers, shareholders, employees, and all other stakeholders, including the
local community.
An Egyptian joint stock company affiliated to Holding Company For Maritime & Land
Transport headed by Ministry of Investment.
4.1.3 Ports
Fifteen seaports in Egypt, six of them on the Mediterranean and nine are on the Red Sea
coast. In addition to the seaport there are a number of important inland water berths used in
handling local river transportation and passenger ships.
1
IMO/MEDA project “Strengthening the maritime administrations of the Mediterranean: Capacity building for effective flag and
port State functions - MED/B7/4100/97/0415/9” and updated as at 23 January 2005 as regards IMO Conventions.
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The Port of Alexandria is located on the western extremity of the Nile River Delta. The port is
about 150 n mi west, by sea, of the entrance to the Suez Canal and Port Said.
Alexandria is the largest seaport in Egypt. It is situated on a narrow strip of land between
Lake Maryut and the Mediterranean Sea.
Port Said lies to the Northern entrance of the Canal and is considered one of the most
important Egyptian ports, due to its distinctive location. The port is located on the
Mediterranean Sea at Sidi Krair. It is used only for mooring and loading services of oil
tankers at Sidi Krair according to a map certified by the petroleum minister as a
representative of the Egyptian government.
Damietta Harbour is a first class transhipment port, which can accommodate the new
generation of large container vessels (6,000 TEUs and more). In addition, vessels can enter
and depart the port at any time, without any restrictions, so vessels transiting the Suez Canal
can Use Damietta Port without any deviation, which saves quite a lot of time for main liners.
A main waterway, in Egypt, is the Suez Canal. It is artificial waterway connecting the
Mediterranean Sea to Gulf of Suez, and then to the Red Sea. The canal is 163 km long, and
its width varies, and 60 metres at its narrowest. Along most of the length, there is only one
lane for traffic available, though there are a handful of passing bays. The canal is extensively
used by modern ships, as it is the fastest crossing from the Atlantic Ocean to the Indian
Ocean.
The Suez Port is located at the Southern point of the Suez Canal, Suez Port plays an
important role in both cargo handling and Suez Canal transit operations. It is situated on the
southern end of the Suez Canal, approximately 170 Km South of Port Said.
Golf of Aqaba is the other branch of the Red Sea at its Northern part. It starts from straight of
Tiran northward till the ports of Ilat & Aqaba for a distance of 160 km. It is characterized by its
deep water and narrow width (between 20 & 28 Km).
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CURRENT STATUS
4.2.1 Maritime safety
SOLAS2, SAR3 and MARPOL4 IMO conventions are ratified by Egypt5.
2
International Convention for the Safety of Life at Sea (SOLAS), The SOLAS Convention in its successive forms is generally
regarded as the most important of all international treaties concerning the safety of merchant ships. The first version was
adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960.
The Convention in force today is sometimes referred to as SOLAS, Adoption: 1 November 1974 - Entry into force: 25 May 1980.
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of
ships, compatible with their safety. Flag States are responsible for ensuring that ships under their flag comply with its
requirements, and a number of certificates are prescribed in the Convention as proof that this has been done. Control provisions
also allow Contracting Governments to inspect ships of other Contracting States if there are clear grounds for believing that the
ship and its equipment do not substantially comply with the requirements of the Convention - this procedure is known as port
State control. The current SOLAS Convention includes Articles setting out general obligations, amendment procedure and so
on, followed by an Annex divided into 12 Chapters.
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
Chapter II-2 - Fire protection, fire detection and fire extinction
Chapter III - Life-saving appliances and arrangements
Chapter IV - Radiocommunications
Chapter V - Safety of navigation
Chapter VI - Carriage of Cargoes
Chapter VII - Carriage of dangerous goods
Chapter VIII - Nuclear ships
Chapter IX - Management for the Safe Operation of Ships
Chapter X - Safety measures for high-speed craft
Chapter XI-1 - Special measures to enhance maritime safety
Chapter XI-2 - Special measures to enhance maritime security
Chapter XII - Additional safety measures for bulk carriers.
http://www.imo.org/Conventions/ for details.
3
International Convention on Maritime Search and Rescue (SAR).
SAR 1979, Adoption: 27 April 1979, Entry into force: 22 June 1985. The 1979 Convention, adopted at a Conference in
Hamburg, was aimed at developing an international SAR plan, so that, no matter where an accident occurs, the rescue of
persons in distress at sea will be co-ordinated by a SAR organization and, when necessary, by co-operation between
neighbouring SAR organizations. Although the obligation of ships to go to the assistance of vessels in distress was enshrined
both in tradition and in international treaties (such as the International Convention for the SOLAS, 1974), there was, until the
adoption of the SAR Convention, no international system covering search and rescue operations. In some areas there was a
well-established organization able to provide assistance promptly and efficiently, in others there was nothing at all.
The technical requirements of the SAR Convention are contained in an Annex, which was divided into five Chapters. Parties to
the Convention are required to ensure that arrangements are made for the provision of adequate SAR services in their coastal
waters.
Parties are encouraged to enter into SAR agreements with neighbouring States involving the establishment of SAR regions, the
pooling of facilities, establishment of common procedures, training and liaison visits. The Convention states that Parties should
take measures to expedite entry into its territorial waters of rescue units from other Parties.
Parties to the Convention are required to establish ship reporting systems, under which ships report their position to a coast
radio station. This enables the interval between the loss of contact with a vessel and the initiation of search operations to be
reduced. It also helps to permit the rapid determination of vessels which may be called upon to provide assistance including
medical help when required.
IMO search and rescue areas. Following the adoption of the 1979 SAR Convention, IMO's Maritime Safety Committee divided
the world's oceans into 13 search and rescue areas, in each of which the countries concerned have delimited search and
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rescue regions for which they are responsible. Provisional search and rescue plans for all of these areas were completed when
plans for the Indian Ocean were finalized at a conference held in Fremantle, Western Australia in September 1998.
The 1979 SAR Convention imposed considerable obligations on Parties - such as setting up the shore installations required and as a result the Convention was not being ratified by as many countries as some other treaties. Equally important, many of
the world's coastal States had not accepted the Convention and the obligations it imposed. IMO's Sub-Committee on RadioCommunications and Search and Rescue (COMSAR) was requested to revise the technical Annex of the Convention.
The 1998 amendments, Adopted: 18 May 1998, Entry into force: 1 January 2000.
The revised technical Annex of the SAR Convention clarifies the responsibilities of Governments and puts greater emphasis on
the regional approach and co-ordination between maritime and aeronautical SAR operations. It includes five Chapters:
Chapter 1 - Terms and Definitions
Chapter 2 - Organization and Co-ordination
Chapter 3 - Co-operation between States
Chapter 4 - Operating Procedures
http://www.imo.org/Conventions/ for details.
Concurrently with the revision of the SAR Convention, the IMO and the International Civil Aviation Organization (ICAO) jointly
developed the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, published in three volumes
covering Organization and Management; Mission Co-ordination; and Mobile Facilities.
The IAMSAR Manual revises and replaces the IMO Merchant Ship Search and Rescue Manual (MERSAR), first published in
1971, and the IMO Search and Rescue Manual (IMOSAR), first published in 1978.
The MERSAR Manual was the first step towards developing the 1979 SAR Convention and it provided guidance for those who,
during emergencies at sea, may require assistance from others or who may be able to provide assistance themselves. In
particular, it was designed to aid the master of any vessel who might be called upon to conduct SAR operations at sea for
persons in distress. The manual was updated several times with the latest amendments being adopted in 1992 - they entered
into force in 1993.
The second manual, the IMOSAR Manual, was adopted in l978. It was designed to help Governments to implement the SAR
Convention and provided guidelines rather than requirements for a common maritime search and rescue policy, encouraging all
coastal States to develop their organizations on similar lines and enabling adjacent States to co-operate and provide mutual
assistance. It was also updated in 1992, with the amendments entering into force in 1993.
This manual was aligned as closely as possible with ICAO Search and Rescue Manual to ensure a common policy and to
facilitate consultation of the two manuals for administrative or operational reasons. MERSAR was also aligned, where
appropriate, with IMOSAR.
2004 amendments - persons in distress at sea, Adoption: May 2004, Entry into force: 1 July 2006
The amendments to the Annex to the Convention include:
ƒ
ƒ
ƒ
Addition of a new paragraph in chapter 2 (Organization and co-ordination) relating to definition of persons in distress;
New paragraphs in chapter 3 (Co-operation between States) relating to assistance to the master in delivering persons
rescued at sea to a place of safety; and
A new paragraph in chapter 4 (Operating procedures) relating to rescue co- ordination centres initiating the process of
identifying the most appropriate places for disembarking persons found in distress at sea.
4
International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto
(MARPOL 73/78).
The MARPOL Convention is the main international convention covering prevention of pollution of the marine environment by
ships from operational or accidental causes. It is a combination of two treaties adopted in 1973 and 1978 respectively and
updated by amendments through the years.
The International Convention for the Prevention of Pollution from Ships (MARPOL) was adopted on 2 November 1973 at IMO
and covered pollution by oil, chemicals, harmful substances in packaged form, sewage and garbage. The Protocol of 1978
relating to the 1973 International Convention for the Prevention of Pollution from Ships (1978 MARPOL Protocol) was adopted
at a Conference on Tanker Safety and Pollution Prevention in February 1978 held in response to a spate of tanker accidents in
1976-1977. (Measures relating to tanker design and operation were also incorporated into a Protocol of 1978 relating to the
1974 Convention on the Safety of Life at Sea, 1974).
As the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention.
The combined instrument is referred to as the International Convention for the Prevention of Marine Pollution from Ships, 1973,
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Egypt is a member of the regional Mediterranean Memorandum of Understanding with
respect of the Port State Control, which includes: Israel, Cyprus, Algeria, Jordan, Lebanon,
Malta, Morocco, Tunisia and Turkey.
4.2.2 Maritime freight
Egypt's geographical location lends an important aspect to the maritime transport sector.
Overlooking both the Mediterranean and Red seas linked by the Suez Canal; Egypt realized
its role at an international level.
The government overplayed the infra structure of a great maritime industry by building ports
and supplying them with high tech. equipments to handle cargoes and passengers.
There are the oil terminals transferring crude oil from VLCCs (Very Large Crude Carriers) in
the Red Sea for transport by pipeline to terminals in the Mediterranean.
4.3
OPPORTUNITIES AND KEY ISSUES
4.3.1 Maritime safety
4.3.1.1
The VTS/VTMIS systems
In the Gulf of Suez is installed a VTS system. In the northern part of the Red Sea starts at
the southern entrance of Suez Canal (SC) and extends 176 miles south- Eastward direction
from port of Suez till the island of Gobal and the straight of Gobal.
In the mean time G.O.S forms the south entrance of Suez Canal and all the ships going to
and coming from S.C pass through the G.O.S. (S.C traffic a bout 14000 ships /year) besides
there are nine commercial ports and their ships traffic.
as modified by the Protocol of 1978 relating thereto (MARPOL 73/78), and it entered into force on 2 October 1983 (Annexes I
and II).
The Convention includes regulations aimed at preventing and minimizing pollution from ships - both accidental pollution and that
from routine operations - and currently includes six technical Annexes:
Annex I Regulations for the Prevention of Pollution by Oil
Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
Annex IV Prevention of Pollution by Sewage from Ships
Annex V Prevention of Pollution by Garbage from Ships
Annex VI Prevention of Air Pollution from Ships (entry into force 19 May 2005)
States Parties must accept Annexes I and II, but the other Annexes are voluntary.
http://www.imo.org/Conventions/ for details.
5
IMO/MEDA project “Strengthening the maritime administrations of the Mediterranean: Capacity building for effective flag and
port State functions - MED/B7/4100/97/0415/9” and updated as at 23 January 2005 as regards IMO Conventions.
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Suez Canal Vessel Traffic Management and Information System (VTMIS) were installed
along the Suez Canal Covering S.C maritime area from outside of Port Said till Pilot boarding
area south of port of Suez. It is working since late nineties of the last century.
Ports of Port Said and Suez Canal are covered by Suez Canal VTMS system.
Most of the Egyptian Maritime ports have VTS station (VTMS) to control and manage the
port ships traffic. The station is based on using Radar, HF and VHF for communication.
Ports equipped are:
ƒ
Alexandria/Dekheila;
ƒ
Damietta;
ƒ
Safaga in the Red Sea.
4.3.1.2
Inland Navigation
The Nile River represents the main inland waterways in MEDA, especially for goods
transport and tourism.
The questionnaire provided by the River Transport Authority (RTA), current projects are ongoing, aimed at the development of necessary infrastructures of navigation channels allowing
24-our navigation from Alexandria towards the Mediterranean sea (mainly tourist and freight
vessels).
GNSS is presently used for GIS/precise positioning applications: periodical survey of the
navigable waterways, production of bathymetric and navigation charts. It is in plan to use
GNSS for production of Electronic Navigation Charts (ECN).
The RTA plan to setup and install VTMIS/AIS system (RIS); no clear date is specified for
implementation of such a system.
4.3.2 Maritime freight
Egypt’s main national economic priorities, as set out in the 1999 Comprehensive Plan,
include promotion of Egyptian exports – particularly the opening up of new markets.
The Port State control verifies and manages four Egyptian ports, and in line with such a
strategy: Alexandria, Port Said, Damietta and Suez. Each of the ports has its own strategic
importance either in the Mediterranean or the Red Sea regions, thus binding the two most
active commerce zones in the world.
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R AIL
MAIN STAKEHOLDERS
The National Rail Transport Society (SNTF) is a wholly State owned and operated Company
responsible for all rail activities from service operation to construction and maintenance of
track and rolling stock.
5.2
CURRENT STATUS
The present situation shows principal North-South route, together with extensive system in
the Nile Delta, with limited other routes
5.3
OPPORTUNITIES AND KEY ISSUES
The Egyptian government has approved plans to upgrade the national railway network,
approving immediate investments of US$ 860 million. Plans propose upgrading old lines and
constructing three new lines, including a connection to the popular tourist resort Hurghada.
There were however no plans regarding international connections to Libya or Sudan, as
Cairo earlier had pledged.
The current main Egypt’s infrastructures are shown in the figure below.
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Figure 1 Map of Egypt
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R OAD
6.1
MAIN STAKEHOLDERS
Planning, construction, operation and maintenance of the “primary” highway system is the
responsibility of GARBLT (The General Authority for Roads and Bridges and Land
Transport).
6.2
CURRENT STATUS
The Egyptian inter-urban road system is made up of three main classes of road:
ƒ
Highways (tolled)
ƒ
Primary Roads, and
ƒ
Secondary Roads.
Primary roads link the capitals of the various governorates and link internationally to other
countries whilst secondary roads link districts with the capitals of the various governorates.
6.3
OPPORTUNITIES AND KEY ISSUES
Egypt’s main national economic priorities, as set out in the 1999 Comprehensive Plan,
include international road extensions from the north-west to Aswan and linking Taba with
Halayeb.
Various projects are in plan or under implementation (including the commitment to the
“TransMaghreb” highway project linking across Libya to the Maghreb).
Egypt has already used ITS systems for road applications, for example the Suez Canal
Bridge is equipped with cameras for traffic monitoring.
Potential GNSS applications are:
ƒ
Road charging
ƒ
Road safety application (related with tracking & tracing of regulated fleets especially
in urban areas, and access restriction)
ƒ
Road freight and fleet management (including dangerous goods).
However, due to lack of information and inputs from the national actors, it is difficult to
evaluate if there are opportunities for EGNOS-based services in the next 10 years. For this
reason, this application domain is not taken into account for further analysis for Egypt.
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L AND APPLICATIONS
7.1
MAIN STAKEHOLDERS
Ministry of environment is the main actor.
7.2
CURRENT STATUS
METIS researches have not found any information on this domain for Egypt.
7.3
OPPORTUNITIES AND KEY ISSUES
Egypt’s main national economic priorities, as set out in the 1999 Comprehensive Plan,
include:
ƒ
Good utilization of the geographical location of Egypt – tourism promotion, the
building of new ports and the creation of linked industrial zones;
ƒ
Preservation of heritage and its proper utilisation in development – including the
development of existing tourist areas on the Mediterranean and Red Sea coasts;
This could create the good basis for the market uptake in GIS and lands surveying
applications.
However, due to lack of information and inputs from the national actors, it is difficult to
evaluate if there are opportunities for EGNOS-based services in the next 10 years. For this
reason, this application domain is not taken into account for further analysis for Egypt.
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P UBLIC S AFETY-S ECURITY APPLICATIONS
MAIN STAKEHOLDERS
METIS researches have not found any information on this domain for Egypt.
8.2
CURRENT STATUS
METIS researches have not found any information on this domain for Egypt.
8.3
OPPORTUNITIES AND KEY ISSUES
There is a good basis for the market uptake eTourism applications combined with emergency
assistance for personal and in-car use.
However, due to lack of information and inputs from the national actors, it is difficult to
evaluate if there are opportunities for EGNOS-based services in the next 10 years. For this
reason, this application domain is not taken into account for further analysis for Egypt.
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C ONCLUSIONS AND I NPUTS FOR THE S ERVICE
E NABLERS A NALYSIS
According to METIS analysis, the following key applications have been considered in Egypt:
ƒ
Civil Aviation
ƒ
Maritime safety
ƒ
Maritime freight
ƒ
Inland waterways.
For Inland waterway application, the lack of clear timelines cannot allow to select it as a
priority for the EGNOS introduction in the time lag 2009-2019.
Thus Civil Aviation, Maritime safety and Maritime freight are the priority applications for Egypt
Civil Aviation has been included among EGNOS key applications for all the 10 MEDA
countries.
In particular for Egypt, this also confirmed by the ANSP filled questionnaire. Egypt takes part
to various Regional Groups and ICAO regions (see D04 master).
Mandatory general requirement is the continuation of the effort in Air Navigation strategy
(ICAO planning and Implementation Regional Group) by the Institutions.
Maritime safety has been included among EGNOS key applications for all the 10 MEDA
countries, considering the historical and geographical importance of the maritime sector
inside the Mediterranean basin.
In particular for Egypt, this is also confirmed by the local actors (questionnaire answers). IMO
SOLAS, SAR and MARPOL conventions are ratified by Egypt (see METIS D04 - annex).
Egypt is a member of the regional Mediterranean Memorandum of Understanding with
respect of the Port State Control, which includes: Israel, Cyprus, Algeria, Jordan, Lebanon,
Egypt, Malta, Morocco, Tunisia and Turkey.
Most of the Egyptian Maritime ports have VTS stations (the Gulf of Suez has the VTMIS).
Mandatory general requirements are the VTS developments in all main ports in the country
and to support the IMO EGNOS implementation strategy.
Concerning the Maritime Freight market, Egypt's geographical location is at the basis of the
importance for the maritime transport sector.
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The government overplayed the infra structure of a great maritime industry by building ports
and supplying them with high tech. equipments to handle cargoes and passengers.
Institutional actions are fundamental, to support the development of maritime trade:
participation to MoS policies, incentivation to stimulate relations with other countries
(especially EU) and facilitation of customs procedures.
For the Road sector, the enhancement of road infrastructures is among the main priorities of
the Egyptian institutions.
ITS based solutions are used on specific stretches (such as cameras on the Suez Channel
for traffic monitoring).
Due to lack of inputs from Egyptian actors, and considering the low level of diffusion of GPS
solutions for road applications, this domain has not been included among the priorities in the
next 5-10 years.
Main requirements are the establishment of the necessary political actions: road charging
implementation, traffic monitoring and road safety policies, etc.
Concerning Rail, the status of national railway network is undeveloped and not
homogeneous in the country. Some investments have been planned by the rail infrastructure
manager (state owned and operated) company, mostly focused on the improvement of the
rail network.
In the next 5-10 years, it is difficult to foresee interest by the Egyptian rail operators on
EGNOS-based solutions.
Main requirements for this market in Egypt are the development of infrastructures and traffic
(freight and wagons).
For the Inland Waterways sector, The Nile River represents the main inland waterways in
MEDA, especially for goods transport and tourism.
The questionnaire provided by the River Transport Authority (RTA), current projects are
ongoing, aimed at the development of necessary infrastructures of navigation channels
allowing 24-our navigation from Alexandria towards the Mediterranean sea (mainly tourist
and freight vessels).
GNSS is presently used for GIS/precise positioning applications: periodical survey of the
navigable waterways, production of bathymetric and navigation charts.
It is in plan to use GNSS for production of Electronic Navigation Charts (ECN) and to setup
and install VTMIS/AIS system (RIS); no clear date is specified for implementation of such a
system.
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Due to the lack of a clear plan for the RIS implementation, METIS has considered this
application not among the priorities for Egypt (also looking to the necessary step presently
under implementation in Europe for the introduction of EGNOS in the river domain).
The main requirement is the RIS implementation, combined with a proper institutional action
pushing the introduction of EGNOS assisted navigation services, as in line with the European
trend (so far there is no specific mention by the actors on that).
For the LBS and GIS/Precise Positioning markets, Egypt has a great potential for GNSSbased applications for tourism, GIS, mapping and historical site surveys.
However due to lack of feedbacks from the local actors and considering the availability of
commercial products/services based on GPS, it is difficult to include this domain among the
priorities in Egypt for next 5-10 years.
Main requirement is the lack of sound business cases for EGNOS (in comparison with GPS
based products and services).
For all commercial markets (maritime freight, LBS, etc.) a permission shall be asked to
the telecommunication Authority to produce and commercialise locating device in Egypt.
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