METIS 2300 D-04 Annex F Morocco V5.1 - Telespaziogalileo.cs.telespazio.it/medusa/public/METIS GNSS...

REPORT ON GNSS SERVICES IMPLEMENTATION ROADMAP

METIS

D04 ANNEX F - MOROCCO GNSS REGIONAL PLAN

Reference: METIS_2300_D-04

Number of pages: 33

File: METIS_2300_D-04_Annex_F_Morocco_V5.1

Classification: Public

Customer: GSA

Contract: GJU/06/5025-CTR/METIS

Prepared by: TPZ

Version: V5.1

Company reference (if any)

Date: 19/12/2008

Signature:

Reference: Version: Page:

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REPORT ON GNSS SERVICES IMPLEMENTATION ROADMAP METIS

Table of Contents 1 INTRODUCTION .................................................................................................................4

1.1 List of Acronyms ....................................................................................................4

2 INSTITUTIONAL ASPECTS ON GNSS CURRENT STATUS .....................................................9 2.1 Morocco - EU Galileo Cooperation Agreement .....................................................9 2.2 Moroccan G.I.E. for GNSS application ..................................................................9 2.3 GALILEO Committee ...........................................................................................10 2.4 MEDA extension RIMS ........................................................................................10

3 CIVIL AVIATION...............................................................................................................11 3.1 Main Stakeholders ...............................................................................................11 3.2 Current Status......................................................................................................11

3.2.1 Infrastructures ........................................................................................11 3.2.2 Users......................................................................................................11 3.2.3 Strategies...............................................................................................12 3.2.4 Operations .............................................................................................13

3.3 Opportunities and key issues...............................................................................13

4 MARITIME .......................................................................................................................15 4.1 Main stakeholders................................................................................................15

4.1.1 Maritime safety.......................................................................................15 4.1.2 Maritime freight ......................................................................................15 4.1.3 Ports.......................................................................................................15

4.2 Current Status......................................................................................................16 4.2.1 Maritime safety.......................................................................................16 4.2.2 Maritime freight ......................................................................................18

4.3 Opportunities and key issues...............................................................................18

5 RAIL...............................................................................................................................20 5.1 Main stakeholders................................................................................................20 5.2 Current Status......................................................................................................20 5.3 Opportunities and key issues...............................................................................20

6 ROAD.............................................................................................................................23 6.1 Main stakeholders................................................................................................23 6.2 Current Status......................................................................................................23


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6.2.1 Road charging........................................................................................23 6.2.2 Road safety............................................................................................24 6.2.3 Road freight ...........................................................................................24

6.3 Opportunities and key issues...............................................................................25 6.3.1 Road charging........................................................................................25 6.3.2 Road safety............................................................................................25 6.3.3 Road freight ...........................................................................................25

7 LAND APPLICATIONS.......................................................................................................27 7.1 Main stakeholders................................................................................................27 7.2 Current Status......................................................................................................27 7.3 Opportunities and key issues...............................................................................27

8 PUBLIC SAFETY-SECURITY APPLICATIONS.......................................................................28 8.1 Main stakeholders................................................................................................28 8.2 Current Status......................................................................................................28 8.3 Opportunities and key issues...............................................................................28

9 CONCLUSIONS AND INPUTS FOR THE SERVICE ENABLERS ANALYSIS ...............................29

List of Tables Table 1 Morocco commercial movements..............................................................................12

List of Figures Figure 1 Map of Morocco .....................................................................................................22


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1 INTRODUCTION This document is the Annex to the METIS D04 “REPORT ON GNSS SERVICES IMPLEMENTATION ROADMAP”, and it is the part related to Morocco.

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

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 ESARR EUROCONTROL Safety Regulatory Requirement 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


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GPRS General Packet Radio Service 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


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O OIE World Organisation for Animal Health ONDA Moroccan Office National des Aéroports ONU Organisation des Nations Unies

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 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

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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2 INSTITUTIONAL ASPECTS ON GNSS CURRENT STATUS

2.1 MOROCCO - EU GALILEO COOPERATION AGREEMENT Morocco became Europe’s 7th partner in the Galileo program after having concluded an agreement with EU in December 2006, defining the institutional cooperation reference framework.

The objective of the Agreement is to encourage, facilitate and enhance cooperation between the Parties in the context of European and Moroccan contributions to a civil global navigation satellite system (GNSS).

This high level agreement, as the ones with the other countries, will allow the introduction of Europe’s GNSS solution into the MEDA and western Mediterranean region. It concerns a large spectrum of applications ranging from R&D to integrity issues.

2.2 MOROCCAN G.I.E. FOR GNSS APPLICATION A Moroccan Group of Economical Interest (G.I.E), based in Rabat, was set up to develop GNSS applications in Morocco. Its initial shareholders/members) are:

The Moroccan Telecommunication Regulation Agency (ANRT);

The Moroccan Airports Authority (ONDA);

The National Centre for Technical and Scientific Research (CNRST);

Al Akhawayn University in Ifrane (AUI);

The Moroccan Information Technology, Off shoring and Telecommunication Association (APEBI).

Still, any public or private institution with interests in GNSS/GALILEO program can join it under the contract conditions. The main objectives of the Group are listed below:

Promoting R&D activities in all satellite based navigation, positioning and timing domains;

Providing funding or participating to the realization of such activities;

Representing Morocco within the European institutions linked to this domain and setting partnerships with all GNSS actors.

GIE has been established following the EU Galileo Cooperation Agreement.


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2.3 GALILEO COMMITTEE Following the signing of an agreement between GIE and the Moroccan Equipment and Transport Ministry, the GALILEO Committee aims to facilitate the establishment of contacts between the GIE and public institutions and administration in Morocco and abroad.

2.4 MEDA EXTENSION RIMS Morocco is one of the four EGNOS MEDA extension RIMS hosting sites (Tel Aviv, Abu Simbel, Tamanrasset and Agadir).

An agreement is going to be established with ONDA for the installation and operation of the Agadir RIMS.

At the time of the plan, the deployment planning of this RIMS is not yet defined.


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3 CIVIL AVIATION

3.1 MAIN STAKEHOLDERS The main stakeholders in Morocco civil aviation are the following.

Air Navigation Service Provider is the Moroccan Airports Authority (ONDA)

The Civil Aviation Authority is the DAC, main mission is regulation, certification, oversight; in particular the Air Safety Division and Air Safety Inspection is responsible of certification of aircraft with compliance with airworthiness Code (according to FAA, JAR)

Airport management is taken care by the Moroccan Airports Authority (ONDA).

Specific airspace users: Civil Aircraft operators (national and international) and Military users.

3.2 CURRENT STATUS have influence in the specific Country. In this issue the information has 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 [CNS/ATM/IC/SG/4, 10th March 2003, Table CNS 3 – Nav-Aids]; it has been analysed in the D01. Airport navigation infrastructures in Morocco are at a certain good level; a restricted number of airports appear not equipped with systems providing vertical guidance and allowing Precision Approaches. In terms of operational costs of such infrastructure, for any Navaid system, a rough estimation of the maintenance cost on 10 years is about 10% of its purchase price

3.2.2 Users For what concern Morocco, 2006 figures for global commercial movements are reported in the following table.


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Aerodrome Casablanca Marrakech Essao

uira Tangier Laayoune Fez Oujda

2006

Commercial movements

65 111 24 613 458 6 179 3 967 3 480 3 108

Aerodrome Rabat-Salé

Ouarzazate

Nador Dakhla Alhoceima Agadir Errachidia

2006

Commercial movements

2 743 2 159 1 616 839 640 15 221 367

Table 1 Morocco commercial movements

No information is yet available today about the aviation traffic forecast in the period 2007-2017 in the Country.

For what concern route charges, Morocco has agreements with the Eurocontrol CRCO for en-route, with IATA for commercial aviation and air transport movements in TMA and airports; TMA and airports charges for General aviation are collected directly by ONDA.

It has to be noted that helicopter are considered only as Military.

3.2.3 Strategies Morocco is member of the ICAO European and North Atlantic (EUR/NAT) Office. As such, the ICAO Air Navigation Plan - European Region (EUR ANP) (ICAO Doc 7754) as developed by the EANPG, impacts also the Morocco Air Navigation services.

Morocco is also included in ICAO AFI (African and Indian Ocean) Planning and Implementation Regional Group (APIRG).

The updated AFI GNSS strategy developed by the AFI GNSS Working Group is reported in the D04 master document. Morocco air navigation strategy is the direct endorsement of the ICAO strategy for the AFI Region, but also the Eurocontrol strategy is taken into the due account.

Morocco is part of the Arab Civil Aviation Commission (ACAC), and is involved in the following programmes:

ACAC programme for air transport liberalisation, expected to be fully in force by 2007

The Yamoussoukro Declaration which aims at opening up air transport exchanges across the entire African continent; Morocco is joining the programme

negotiated bilateral open market agreements with the United States.

Morocco is also following ACAC for the training activities and for the CNS/ATM plan at ACA level.


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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 Morocco has started a horizontal agreement with EC in order to put existing bilateral agreement in conformity with the Community law.

As far as negotiations for a global aviation agreement are concerned (vertical mandate), Morocco is the only MEDA country for which the EC has a mandate at the present time, with negotiations ongoing since May 2005. Such negotiations of a Euro-Mediterranean Aviation Agreement with Morocco will be a precedent for all future Euro-Mediterranean Aviation Agreements.

In addition, the adoption of ESARRs is under consideration.

Bilateral relationships with some European and MEDA aviation partners are in place, as Morocco is member of the AEFMP group (composed by Civil Aviation Authorities and/or Air Navigation Services Providers of Algeria, Spain, France, Morocco and Portugal); a convergence plan for the harmonisation of the Air Navigation System and the integration of the Air Navigation Systems has been developed by the group.

Morocco has also specific agreements with other civil aviation stakeholders than ANSP, as ASECNA and JEPPESEN.

3.2.4 Operations Today Morocco has seven RNAV routes, and plans to introduce RNP routes in the period 2008-2020; GNSS en-route procedures are under conception In addition, RNAV/RNP SIDs and STARs are planned in the period 2008-2020, based on GNSS, and for the airports of Casablanca, Marrakech, Tetouan and Agadir. A dedicated technical air navigation commission is responsible of procedures design, certification and maintenance.

For what concern other complementary CNS-ATM systems in place, ADS-C / CPDLC installation is on going, RVSM is operational, AMHS and S-Mode Radar are on going.

3.3 OPPORTUNITIES AND KEY ISSUES From the analysis of the status of the Navigation infrastructures for civil aviation done in the D01, updated with the answers to the METIS questionnaire, a high number of NPA approaches are identified; all the major airports are equipped with systems providing vertical guidance and allowing Precision Approaches, but a high number of minor airports have just NPA or visual runaways. GNSS is a important enabler for speeding up the introduction of operational improvements increasing the level of safety and with less cost of a ground infrastructure.

At the same time, a sensible number of NDB is included in the FASID; GNSS should be included in the plan for decommissioning, replenishment, optimisation, reuse and update of Navaids infrastructure under preparation, as it would help the optimization process of the


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ground based nav-aids, helping to decommission NDB network replacing the provided services with SBAS ones. Within the ONDA the Entity in charge with Navaids program planning, deployment and maintenance is “Direction de l’Ingénierie et de la Maintenance”, hence the whole process related to navAids acquisition and maintenance is handled internally.

Blocking points are seen, by the local partners, as the institutional and economical aspects of the EGNOS and Galileo service provision, in terms of governance and costs.


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4 MARITIME

4.1 MAIN STAKEHOLDERS

4.1.1 Maritime safety The Maritime Administration in Morocco is split into two distinct administrations, one for Merchant Marine and the other one for Fisheries, independently dealing with all matters related to vessels and seafarers in their respective domains: ship registration, seafarer registration and management, regulation and enforcement for ships safety, navigation, and casualty investigation.

The Merchant Marine Directorate is part of the Equipment and Transport Department, under the authority of this Department's Secretary General; it includes the following 5 Divisions:

‐ Maritime Navigation

‐ Maritime Transport

‐ Seafarers

‐ Technical follow-up of the Maritime Administration's fleet

‐ Merchant fleet1.

4.1.2 Maritime freight Customs and Indirect Taxes Administration it the governmental entity for customs.

Ports are state owned and largely state operated through the Ports Directorate of the Ministry of Equipment and Transport (ODEP).

COMANAV Group is the national leader on maritime transport of passengers and goods (it is also involved in one METIS Wide Demonstration, dealing with GNSS applied to freight intermodal road/sea transport).

4.1.3 Ports Morocco has a population of about 32 million mainly settled in the coastal areas with a number of large cities inland. There are a total of 8 ports considered to be of international

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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standing, serving the distribution centres: Nador, Tangiers, Kenitra, Mohammadia, Casablanca, Jorf Lasfar, Safi, Agadir, Port du Sud

4.2 CURRENT STATUS

4.2.1 Maritime safety SOLAS2, SAR3 and MARPOL4 IMO conventions are ratified by Morocco.

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.


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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 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 Radio-Communications 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:

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


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The Tangiers VTS is intended to ensure, jointly with the Tarifa VTS on the other side of the Straits, traffic Monitoring in the Traffic Separation Scheme. It should also play a role in SAR co-ordination. This VTS encountered serious difficulties, which, up to now, prevented it from starting operation.5

Morocco 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, Egypt, Tunisia and Turkey.

4.2.2 Maritime freight Tangier Med (deep sea port) along with a chain of logistical nodes is the backbone for freight transportation. Deep sea ports (Casablanca, Mohamedia, Tanger Med, Jofr Asfar, Agadir, Laayoune, Dakhla) with logistic platforms and free zones have good connections vespecially via road.

Regional integration is among priorities, thus Maritime freight is a market showing opportunities for GNSS, especially considering the international traffic, as resulting from MEDA actors interview and also demonstrated by one demonstration of the METIS project.

4.3 OPPORTUNITIES AND KEY ISSUES It is likely to think that in the METIS time frame, GNSS services can have opportunities in maritime safety applications (VTMS/VTS and port approach).

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, 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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Concerning freight, considering the Morocco involvement in the MTIN and MoS, maritime freight and vessel tracking & tracing are applications for GNSS technology could play a role. Indeed, National maritime policy implementation to increase the competitiveness of the maritime sector; promote short-sea shipping and introduce competition and private participation in port services.

GPS services for freight/vessel tracking & tracing, container localisation and geofencing are already developed and sold in the country (see for example ORBCOM Magreb).

An interesting input on GNSS opportunities will also come out from the METIS wide demonstration, also in relation with GNSS tracking & tracing services for customs procedures facilitation.


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5 RAIL

5.1 MAIN STAKEHOLDERS The Moroccan trains are run by the state-owned ONCF (Office National des Chemins de Fer – Railway National Office) company. The railway net system is mainly located in the north western part of the country, connecting Fez, Bouarfa, Tanger, Rabat, Casablanca, Safi and Marrakech.

5.2 CURRENT STATUS In the recent years, Morocco railways system is candidate as one of the best of the MEDA area.

ONCF offers both passenger and freight trains services.

In the freight sector ONCF transports about 33 million of tons per year, of which 25 of phosphates. The transport of the phosphates from the mines towards the Moroccan ports is a very important market since Morocco subsoil contains the most important repository of sedimentary phosphates of the world.

In total, 1200 wagons are involved in the phosphate transport market, for an amount of about 77.600 tons of total capacity.

Passenger traffic with Spain is predominantly road/ferry orientated rather than rail/ferry orientated, partly caused by poor inter-modal connection (long walk) between railway station and port. With regard to rail freight traffic to Europe via Spain, none carried by ONCF as inter-modal shortcomings were noted as being the insufficiency of the transhipment platforms at Casablanca, Marrakech and Fes, road/rail and rail/sea. GPS services for wagon and freight tracking & tracing are already developed and sold in the country (see for example ORBCOM Magreb).

5.3 OPPORTUNITIES AND KEY ISSUES In 2002 started a renewal of the railway system, with big investment in security, replacement of locos and wagons, railway station refurbishment and so on.

From 2004 different investment plans have started both for infrastructures (like the one in the new port named Tanger-Méditerranée), and for new railway lines. Among them: New “Tanger-Mediterranean Port” is expected to benefit from a rail link

A very important role plays the line from Taourirt to Nador in the north and the foreseen connections with the south of the country

The doubling of some lines and the adoption of modern signalling & telecommunication/automatic block system is viewed as the most effective way to


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balance the infrastructure capacity to increased traffic demand in the short term (Up to 2006 it is anticipated that a new signalling system will be installed for the line Casablanca - Rabat - Oujda line. This rail link carries heavy traffic – both passengers and freight. New signalling will allow trains to travel at 15 minute intervals instead of 30 minute intervals).

With respect to the issue of intermodality, projects for a new transhipment platform at Casablanca, at Fez and at Marrakech has been planned/recorded, as a road/rail/sea combined transport for national or international firm of truck/container shipping/forwarding agents.

A previous rail project named TEFEM (Trans Express Freight Europe Maghreb) was studied and found to be unsuccessful on both price and time aspects. A contributory factor also may have been lack of sufficient marketing. This project may be worth trying again, possibly focusing on refrigerated transport.

In December 2003 Morocco and Spain agreed about the development of an underwater tunnel under the Gibiltar straight in order to avoid the usage of ferries. The tunnel will be 39 Km long and is going to become the first direct link between Europe and Africa.

The project to build a rail tunnel linking Europe and Africa (between Spain and Morocco) started in the 1980s is present under discussion (official decision is expected by 2008). The linking of the two continents would be a major achievement that would enable the development of communications, trade and cooperation to an unprecedented level. The tunnel will be made up of two rail tunnels and one service tunnel in the middle connecting the two, similar to the Channel Tunnel running between Britain and France.

So far the project is in deadlock status.

Planned network improvements and rail extensions and Morocco involvement since the early phase in the definition of Motorways of the Sea, give opportunities for GNSS applied to the rail sector for non-safety applications in the METIS considered time frame.

Applications include:

Fleet and asset/freight management (for refrigerated transport, just-in-time delivery is a key, and thus knowledge of position and tracking & tracing are important for the quality of transport services and goods delivery)

Passenger information

Track survey.


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Figure 1 Map of Morocco

As indicated by the national stakeholders, rail freight has been included among the priority markets for EGNOS exploitation in the decade considered by METIS. However, according to statistical trends, the market forecasts do not foresee a growth for the rail freight wagons on the country.


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6 ROAD

6.1 MAIN STAKEHOLDERS The Morocco road network has four types of intercity roads:

The main arteries are called "Autoroute nationale" (national tolled motorways)

National not-tolled roads

Third-category roads are known as "Route regionale " (regional roads)

A fourth category of roads between cities is called "Route provinciale" (provincial roads).

The autoroute length is 1500 Km, the total road network is about 62000 Km. Main link are north/south (Tanger, Rabat, Casablanca, El Jadida, Marrackech Agadir) and east/west ( Rabat, Meknes, Fes, Oujda).

"Autoroute nationale" network is managed by the Société Nationale des Autoroutes du Maroc (ADM) [National Motorways Company of Morocco] responsible of building, operating and maintaining the highways network conceded to it by the government.

The planning, study, construction, operation and maintenance of all the other interurban roads in the country (National, Regional and Provincial) are the responsibility of the DRCR (Direction de Routes et de la Circulation Routière, Ministry of Public Works).

Other main stakeholders for the road market are the following national state Institutions:

The Ministry of Transportation

The Office National du Transport

The Comity National De prevention des Accidents (CNPAC).

6.2 CURRENT STATUS

6.2.1 Road charging In Morocco roads are providing the primary means of transportation and movement, for freight and passengers.

Thus, there is a strong demand for more and better highways in order to reduce travel time and increase driving safety. Moreover in recent years, the demand for transportation has been increasing together with economic development.


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In total, Morocco road network includes 60 000 Km of linear roads and 1500 Km of highways.

Main motorways/highways are from North to South (Tanger, Rabat, Casablanca, El Jadida, Marrackech Agadir) and from West to East ( Rabat, Meknes, Fes, Oujda).

The present plan is to complete overhaul of the road networks in the country.

Autoroutes du Maroc (ADM) is a state-owned company, running the network on a pay-per-use basis, with toll stations placed along its length. Road charging has been adopted in the late 80s as method for financing contributed to the efficient launching of the motorways-related program.

As of 2006, ADM manages 611 km of Morocco's toll roads. Another 486 km are under construction. In 2006, it was announced that ADM will be investing to develop its highway network in 20076. These investment packages are part of the objective which aim to complete 1,500 km by 2010.

6.2.2 Road safety According to the answers gathered form Morocco actors, safety is the biggest problem for the road sector. Presently, systems based on fixed and mobile radars are used for safety on Morocco main road stretches, and are managed by Ministry of Transportation, Gendarmerie Royale, Police department, CNPAC.

6.2.3 Road freight Presently regular GPS/GPRS terminals and fleet management applications are used for fleet management (mostly provided by Urbasoft, Cadtech, Casanet).

Analog tachigraphs are used for trucks, and digital maps are totally completed (principal provider is Cadtech, participant of the METIS project).

Telecommunication network is well developed, and providing a total coverage (main operators are Maroc Telecom, Meditel, Wana, for GSM, CDMA, GPRS, GPRS+, 3G+).

Concerning road connections with other MEDA neighboured countries, two principal connections can be mentioned:

One linking the highway of Oujda with the projected Algerian Highway (if borders open)

One linking the road network in Mauritania (to Nouadhibou, Mauritania all the way to Dakar and Mali).

6 Source: http://www.asecap.com/english/stats-morocco-en.htm


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6.3 OPPORTUNITIES AND KEY ISSUES

6.3.1 Road charging ADM is member of ASECAP (“Association Europeene des Concessionaires d’ Autorutes et d’ Ouvrages a Peage”, the European professional Association of operators of toll road Infrastructures) figures provide (data as for 01/01/2006)7 and average daily of more than 9.800 units - light vehicles traffic of 7.894 units, heavy loads traffic of 1.973 units - with a toll revenue of 60 M€.

ADM has not yet adopted an Electronic Toll Collection (ETC) system, i.e. an autonomous system for automatic toll payment.

A possible GNSS application is in Road charging with the introduction of Electronic Toll Collection (ETC) system.

GPS services for road fleet and freight management are already developed and sold in the country (see for example ORBCOM Magreb).

6.3.2 Road safety A totally new set of safety regulations are presently under establishment, but causing problems with the unions and syndicates.

GNSS ETC system used for road charging, provide position information that allowing other services, for safety purposes: Management of special fleets (such as trucks, dangerous goods and buses), also for law

enforcement and transit in sensitive areas monitoring

Gathering traffic data to be relayed to traffic authorities and infrastructure operators

Parking areas automatic payment (to match the present need) and possibility to extend to control of access in restricted areas (towards future possibilities).

One METIS demonstration addresses road dangerous goods transport using EGNOS, thus it will give interesting inputs.

6.3.3 Road freight The present trend of road freight transport shows a high growth rate, for international and national traffic flows.

Use of GNSS for road freight market is expected to increase in the next 5-10 years. 7 Source: http://www.asecap.com/english/stats-morocco-en.htm


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However the present legislation requesting a special authorization from ANRT for the use of GPS in fleet management and location based services (ANRT: Agence Nationale de Régulations des Télécommunications, agence marocaine) represents an obstacle in the uptake of GNSS technologies and services.

Upon indication of the national stakeholders and on the analysis performed by METIS, opportunities for EGNOS-based services in the next 10 years are envisaged in the road freight markets (good vehicles).


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7 LAND APPLICATIONS

7.1 MAIN STAKEHOLDERS

7.2 CURRENT STATUS GPS services for pipeline monitoring and farming are already developed and sold in the country (see for example ORBCOM Magreb).

7.3 OPPORTUNITIES AND KEY ISSUES The EU-Morocco Association Agreement mentions the reforms in the agriculture sector, to ensure the introduction of a coherent agricultural policy (including sustainable rural development measures and product quality policy) with the aim of convergence towards the necessary conditions for establishment of a Morocco-EU free trade area:

Promote the dissemination and exchange of information on agricultural policies and contribute to the transfer of know-how and experience

Improve agricultural structures and marketing chains

Develop and improve rural infrastructure

Diversification of rural economic activities

Development and promotion of quality products

Private-sector investment incentives

Research on improvements in productivity and quality

Introduction of socio-economic measures to accompany the various reforms

Support the introduction of sector agricultural policy reforms

Support land tenure reform.

Even there are opportunities, 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 Morocco.


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8 PUBLIC SAFETY-SECURITY APPLICATIONS

8.1 MAIN STAKEHOLDERS METIS researches have not found any information on this domain for Morocco.

8.2 CURRENT STATUS METIS researches have not found any information on this domain for Morocco.

The telecommunication domestic network is a good system composed of open-wire lines, cables, and microwave radio relay links.

A special authorization from ANRT has to be requested for the use of GPS in fleet management and location based services (ANRT: Agence Nationale de Régulations des Télécommunications, agence marocaine).

8.3 OPPORTUNITIES AND KEY ISSUES GPS services for force automation, homeland security and workforces management are already provided in the country (see for example ORBCOM Magreb).

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 Morocco.


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9 CONCLUSIONS AND INPUTS FOR THE SERVICE ENABLERS ANALYSIS

Morocco’s national economic priorities, as set out in 2000 National Five Year Plan, include:

Liberalisation of trade to integrate Morocco’s into the world economy

Reinforcement of the agricultural sector – particularly insulating the industry against the effects of drought

Modernisation of industry – particularly to prepare industries for international competition

Promotion of existing export products and diversification into new export products

Deregulation and commercialisation of the transport network and services.

An Action Plan with a timeframe of three to five years sets out a comprehensive set of priorities in areas.

Main priorities are key element with respect to development of advanced technological solutions:

Promotion of sustainable development

Progress in the areas of electronic communications policy and regulation

Contribute to the creation of the Euro-Mediterranean free trade area

Elimination of restrictions, streamlined administration (EU non-harmonised areas)

Facilitate the movement of goods and improve administrative cooperation

Improve the health safety of food for consumers and facilitate trade in agricultural products with the EU.

Implement selected measures and reforms in the road transport sector

Implement the international conventions, notably on dangerous goods

Implement selected measures and reforms in the rail transport sector

Explore the benefits of regional cooperation in order to improve the safety, speed and effectiveness (interoperability) of rail services

Promote closer collaboration in the rail sector between the national regulatory authority, international organisations and the EU

Implement selected measures and reforms in the maritime sector

Implement selected measures and reforms in the aviation sector (including to cooperate on safety and security, and to explore the opportunities for taking part in the “single sky” for European air transport).


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Thus, introduction of GNSS services in the time frame of 5-10 years in Morocco is mostly driven by the following elements:

Morocco support and contribution to the MTIN policies

Course of Morocco process or cooperation with international bodies, defining standards and regulatory frameworks (for safety and security)

Suitable awareness of involved stakeholders, to show the advantages at short and medium terms of investing in GNSS technologies and services.

Main perceived problems for GNSS are especially in the legislation aspects:

The need of a special authorization from ANRT for the use of GPS in fleet management and location based services (ANRT: Agence Nationale de Régulations des Télécommunications, agence marocaine) is an obstacle

Regulations for liberalizing the market are necessary.

As far EGNOS and Galileo are concerned, the delay of the programmes (EGNOS coverage extension and Galileo) is fundamental for the development of new products and services.

GNSS services can be envisaged in the fields of:

Civil Aviation

Maritime safety

Maritime freight

Road freight

Rail freight.

Civil Aviation has been included among EGNOS key applications for all the 10 MEDA countries.

In particular for Morocco, this also confirmed by the ANSP filled questionnaire. Jordan 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 Morocco, no questionnaires have been gathered from the local actor.


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However IMO SOLAS, SAR and MARPOL conventions are ratified by Morocco (see METIS D04 - annex).

Morocco is a member of the regional Mediterranean Memorandum of Understanding with respect of the Port State Control, which includes: Algeria, Israel, Cyprus, Egypt, Jordan, Lebanon, Malta, Morocco, Tunisia and Turkey.

Main Morocco ports are not equipped with VTS/VTMIS equipment (Tangiers and Tangiers)

Mandatory general requirements are the VTS developments in all main ports in the country and to support the IMO EGNOS implementation strategy.

Concerning Maritime freight, no questionnaires have been gathered from the local actor; however maritime freight has been selected for Algeria for three main reasons:

Maritime sectors represent the most important markets for the MEDA region and constitute priorities for GNSS/EGNOS introduction. For the maritime freight application, this is also supported by the establishment of the Free Trade Area by 2010 in the Mediterranean Sea.

Moreover, considering the geographical location of the country, maritime is a key sector for the Morocco economy.

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.

Concerning the Road sector, various GPS based solutions and services are offered by commercial providers. However, a regulatory law (registration needed for GPS+GSM/GPRS devices) is perceived as an obstacle for the diffusion.

ADM (the road infrastructure operator, owned by the state) is member of ASECAP (road charging) and this can create opportunities for GNSS road charging introduction ((good vehicles). Following the specific indication of the national stakeholders and upon the analysis performed by METIS, opportunities for EGNOS-based services in the next 10 years are envisaged in the road freight markets.

Rail infrastructure and services are not well developed.

Although market forecasts do not foresee a growth for the rail freight wagons on the country, based the indications of the national stakeholders, rail freight has been included among the priority markets for EGNOS exploitation in the next decade.

The Inland Waterways domain cannot be selected for obvious reasons.

Concerning the LBS market, various GPS based solutions and services are offered by commercial providers.


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However, a regulatory law (registration needed for GPS+GSM/GPRS devices) is perceived as an obstacle for the diffusion.

There is no clear evidence for the possibility for EGNOS to compete with existing products.

Main requirements are the regulatory constraint and lack of sound business cases for EGNOS (in comparison with GPS based products and services).

For the GIS/Precise Positioning sector, GNSS-based application for personal mobility and tourism can be considered of interest in Morocco.

Various GPS based solutions and services are offered by commercial providers.

However, a regulatory law (registration needed for GPS+GSM/GPRS devices) is perceived as an obstacle for the diffusion.

There is no clear evidence for the possibility for EGNOS to compete with existing products.

Main requirements are the regulatory constraint and lack of sound business cases for EGNOS (in comparison with GPS based products and services).


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