Jordan Gnss Regional Plan

REPORT ON GNSS SERVICES IMPLEMENTATION ROADMAP

METIS

D04 ANNEX D - JORDAN GNSS REGIONAL PLAN

Reference: METIS_2300_D-04 Number of pages: 32 File: METIS_2300_D-04_Annex_D_Jordan 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:

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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 3.1 Main Stakeholders ...... 10 3.2 Current Status...... 11 3.2.1 Infrastructures...... 12 3.2.2 Users...... 13 3.2.3 Strategies...... 13 3.2.4 Operations ...... 14 3.3 Opportunities and key issues...... 14

4 MARITIME ...... 16 4.1 Main stakeholders...... 16 4.1.1 Maritime safety...... 16 4.1.2 Maritime freight ...... 16 4.2 Current Status...... 17 4.2.1 Maritime safety...... 17 4.2.2 Maritime freight ...... 19 4.3 Opportunities and key issues...... 21 4.3.1 Maritime safety...... 21 4.3.2 Maritime freight ...... 21 4.3.3 Intermodal freight transport...... 22

5 RAIL...... 23 5.1 Main stakeholders...... 23 5.2 Current Status...... 23 5.3 Opportunities and key issues...... 24 5.3.1 Opportunities for rail applications...... 24 5.3.2 Major Bottlenecks Affecting the Development of Jordan Rail Transport24

6 ROAD ...... 26 6.1 Main stakeholders...... 26 6.2 Current Status...... 26 6.3 Opportunities and key issues...... 27 REPORT ON GNSS SERVICES IMPLEMENTATION METIS ROADMAP

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7 LAND APPLICATIONS...... 28 7.1 Main stakeholders...... 28 7.2 Current Status...... 28 7.3 Opportunities and key issues...... 28

8 PUBLIC SAFETY-SECURITY APPLICATIONS...... 29 8.1 Main stakeholders...... 29 8.2 Current Status...... 29 8.3 Opportunities and key issues...... 29

9 CONCLUSIONS AND INPUTS FOR THE SERVICE ENABLERS ANALYSIS ...... 30

List of Tables Table 1 Jordan monthly traffic...... 13 Table 2 Aqaba port storage capability...... 20

List of Figures Figure 1 Map of Jordan ...... 20

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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 Jordan.

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

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DG AIDCO Directorate-General Energy and transport 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 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 REPORT ON GNSS SERVICES IMPLEMENTATION METIS ROADMAP

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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

The Ministry of Transport is the first main stakeholder in Jordan. MoT’s central administration is relatively small in size and is composed of five departments: The MoT’s role is to ensure the following tasks: Keeping sector policies under review, in terms of issues such as industry structure, the role of Government agencies, privatisation, regulatory framework, public sector investment priorities, private sector investment incentives and taxes Setting objectives across all sub-sectors, communicating those objectives to the relevant agencies, monitoring performance and reviewing policies and objectives.

The Ministry of Transport’s key policy initiatives in regard to National and Regional developments and ongoing forecasted investments are: To develop feasible schemes and seek private sector capital, risk transfer and expertise for their implementation To support Arab League initiatives to develop a regional transport strategy including a defined role for rail. There is no clear mention to the GNSS, however Jordan trend shows interests towards policies and strategies, that could bring potential for GNSS technology and services introduction, not only for the transport sector. The key issue is the continuation of the peaceful economic development of the region.

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3 CIVIL AVIATION

3.1 MAIN STAKEHOLDERS The Civil Aviation Authority has been established in 1950 to undertake affairs of aviation in Jordan and to form ties with the International Civil Aviation Organisation (ICAO) and other associations. Main functions of CAA are: Negotiating with foreign countries to conclude agreements for scheduled and non-scheduled air transport, air transport and air activity. Representing the Kingdom of Jordan in international and Arab organisations concerned with civil aviation and air transport affairs Participating and supervising negotiations between national airlines and foreign airlines aimed at concluding agreements and devising procedures connected with joint venture or any other commercial or technical operations Supervising commercial air transport activities carried out by national airlines, issuing the required operating licenses as well as consenting to the establishing, modification, and cancellation of any air routes or alteration of number of flights Supervising commercial air transport activities carried out by foreign airlines in the kingdom and issuing the necessary operating licenses and permits and monitoring airlines’ practices in the exercise of traffic rights granted to them Permitting the national and foreign airlines to carry out non-scheduled flights to and from the kingdom Granting approval of the fares applicable for domestic and international transport, whether scheduled or non-scheduled, and supervising the implementation Suspending or changing any of the air transport activities carried out by national or international airlines if they fail to comply with any of the conditions cited in the operating licenses or permits granted to them, in accordance with the provision of bilateral or multilateral agreements concluded with the countries concerned Following up the facilitation’s requirements at Jordanian Airports to be sure that it meets the ICAO regulations and standards. The Civil Aviation Commissioner, effective on August 1st 2007, has the task to regulate all matters related to the aviation sector (safety, security, environment – noise levels aircraft emissions and land usage – and economic) by: implementing the obligations of the Kingdom arising from aviation conventions and treaties, with regard to civil aviation matters Setting down the general policy regarding air navigation facilities and standard systems Setting down standards for the qualifications and certification of aviation systems, supervising and controlling the related activities

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Developing regulations and national standards. In particular the CAA, through the Flight Safety directorate, is responsible for the certification of the aircraft and his compliance with the regulations part 91, 121, 21, 23. In Jordan Air Traffic Control, the Air Traffic Management Department provides the following listed services, in accordance with the national regulations and in compliance with the related Annexes to the Chicago Convention to ensure safe aviation operations: Air traffic control service Flight information service Alerting service Aeronautical Information Services Communications Operations Aeronautical Charting. The Air Traffic Management Department and Communication Engineering provide Air Navigation Services. The Air Traffic Services are provided by the following Air Traffic Control units: Amman / Marka Control Tower and Queen Alia Control Tower Aqaba Control Tower and Approach Control Unit Amman Terminal Area Control Centre, which is located at Queen Alia Airport and handles between 200-300 aircraft every day. Airport Management is in charge of the operation of the airports, in accordance with the national regulations in compliance with the related Annexes to the Chicago Convention to ensure safety and security of the airport operations Specific Jordan airspace users: Aircraft operators: Royal Jordanian Airlines, Jordan Aviation, Royal Wings, Arab Wings, TRAFIC, JIAC (Responsible for the provisions of Air transport in accordance with the national law and regulations and international agreements to ensure safe aviation operations) Aviation Academies: Ayla, Royal Air Academy, Middle east Academy, Queen Noor Technical Academy (responsible for the provisions of Aviation training in accordance with the national legislation to ensure safe aviation operations).

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. Information have been derived by the existing documentation (including the METIS D01 and D02); feedback from local responsible actors have bee used to extend and validate the data, and provide a support to the further steps.

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3.2.1 Infrastructures The Civil Aviation Authority (CAA) has set a plan for developing its airports and its air navigation service systems, in order to enhance its competitive capacity: a comprehensive study has been conducted and completed for both Queen Alia International Airport (QAIA) and Amman Civil Airport (ACA). Based on the decision of the esteemed Council of Ministers (approving the restructuring of CAA and the privatization of airports) with regard to the implementation of the national strategy of the transport sector in Jordan, a comprehensive study is being prepared that aims at activating the civil aviation sector to support the national economy.

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] and updated by direct contact with Jordan authorities: it is reported in the D01. The entire air navigation services infrastructure (as reported in the D01) is part of the Air Navigation Service provisions; 3 of the indicated VOR/DME are part of the landing systems at the airports.

Jordan has three main airports handling over two million passengers and 70.000 tonnes of freight annually. Queen Alia International Airport near Amman is the largest and is the main gateway for air traffic into the Kingdom Aqaba Airport (King Hussein International Airport - KHIA) Aqaba International Airport (AIA), the gateway to the Red Sea region, officially opened by His Majesty King Hussein in May 1972; annual passenger traffic has grown from around 20 000 in the early years to 100 000 in 2000. The airport is capable of handling up to 1.5 million passengers a year and is able to accommodate the world’s largest aircraft on its ILS Cat 1equipped, 3 000 meters runway. Airports are equipped with modern ground navigation aids which allow Precision Approaches for almost all the runaways for the airspace users accordingly equipped.

The yearly operating cost of the whole navigation infrastructure, including also the required flight checks, is around 700.000 $. En-route and terminal charges are collected from all the airspace users against presentation of invoice by CAA and follow up by means of correspondence. This is not applicable to civil helicopters.

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3.2.2 Users Important inputs to the definition of the regional and national plans are 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. Today, the monthly traffic is reported in the following table:

Commercial Flights Commercial Flights General Aviation Civil Aerodrome (long range) (regional) and Business Jets Helicopters

QAIA 3640 N.A. N.A. NIL

AMMAN/MARKA 800 N.A. N.A. NIL

KHIA/AQABA 368 N.A. N.A. NIL

Table 1 Jordan monthly traffic

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

3.2.3 Strategies Jordan is included in the ICAO MIDAN (Middle East Air Navigation) Planning and Implementation Regional Groups (MIDANPIRG). The updated MIDAN GNSS strategy developed by the ICAO Middle East GNSS Task Force is reported in the D04 master document. The Air Navigation strategy adopted in Jordan is the above ICAO regional strategy, encompassing GNSS implementation, starting with en-route and terminal areas operation supported by augmentation and other navigation services systems, then by introducing approaches with vertical guidance. In accordance to the ICAO strategy, decommissioning at stages of NDBs, VORs then ILSs CAT-I will be performed: any NDB going faulty beyond repair will be decommissioned; VOR in a second stage; finally ILS CAT-I. Jordan is part of the Arab Civil Aviation Commission (ACAC); in such frame, activities which involve the Country are: The ACAC programme for air transport liberalisation, expected to be fully in force by 2007 The negotiation of bilateral open market agreements with the United States Jordan seems not having yet agreed the Yamoussoukro Declaration which aims at opening up air transport exchanges across the entire African continent 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

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agreements in conformity with Community law (EC has the mandate to negotiate such agreement with all third countries). At present Jordan has recently completed the first round of negotiations with the EC in this regard and is expected to sign the horizontal agreement in the near future. In addition, based on the experience of the Euro- Mediterranean Aviation Agreement with Morocco, the EU Council of Ministers would decide on the Commission’s request to open similar aviation negotiations with Jordan the coordination between Europe and ACAC for the planning of the Mediterranean States implementation of the EGNOS augmentation system, and its harmonization for the development of navigation applications as part of the CNS/ATM systems, to support ATM. Jordan has bilateral agreements with EMAC States (Cyprus, Egypt, Lebanon and Syria) as well as agreement with the adjacent countries for traffic coordination: Israel, Egypt, Saudi Arabia, Syria and Iraq.

According to the feedbacks of the Jordan Civil Aviation Authority, Jordan is already using GPS for en-route operations (as supplementary mean). An action plan for EGNOS use is presently under development in the country, according to the strategy of the MIDANPIRG Regional Group (last quarter of year 2008).

3.2.4 Operations The implementation of Area Navigation is ongoing, and two RNAV routes are just implemented. Today, RNAV based SID and STARS are under processing and verification: his development has been assigned to specialized company. At the same time, the necessary regulation for the procedures of air navigation services (PANs-OPS) is under process. In the future, the plan is to implement also RNAV/RNP approaches over all the aerodromes, based on conventional systems and GNSS. Jordan is very eager to implement ADS and benefits of its early implementation. Its introduction should be based upon IATA and Airlines readiness, in accordance with ICAO regional or at least route basis. In addition, the plan for the introduction of A-SMGCS is at a very first stage for the Queen Alia International Airport. It will be based on Multilateration or GNSS depending on feasibility studies and convenience.

3.3 OPPORTUNITIES AND KEY ISSUES The key issues arising in the aviation sector are: Constraints on the amount of Government funding available to support expansion as a result of the economic downturn and long-term constraints on Government borrowing

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A need to improve the range and quality of aviation services to meet international standards and users expectations A need to establish institutional relationships in the aviation sector on a commercial basis. Previous intra-government department relationships are being replaced by commercial relationships e.g. CAA–RJ A need to increase private sector investment to provide access to funds and introduce an efficient, commercial approach to air transport management A need to clarify the role of Aqaba airport in the Special Economic Zone. Regarding the introduction of GNSS related operations, barriers have been identified by the local actors, related to the institutional aspects for the liability associated to the system and the related operations.

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4 MARITIME

4.1 MAIN STAKEHOLDERS

4.1.1 Maritime safety The title of Maritime Administration is Jordan Maritime Authority (JMA) under the Ministry of Transports but marine pollution matters in Jordan fall under the jurisdiction of the Ministry of the Environment which is responsible for the rules concerning marine pollution prevention as well as reception facilities in ports and terminals1. The Jordan Maritime Authority is a governmental body established in Jordan, and is responsible for regulating and developing the maritime transport sector in Jordan. The establishment of JMA is part of series of governmental reforms to achieve higher rates of growth by improving the regulation and control of maritime transport sector with a view to encourage the competition and private sector participation in operation and service.

4.1.2 Maritime freight The coastline for this country is only 26 kms in length all sited at the head of the Gulf of Aqaba, about 18km of which is given over to the port facilities necessary to allow the import and export of the country’s trade. It is to be noted that Aqaba Port is located on the Southern side of the Suez Canal and consequently is better sited for cargoes originating in the Asian region and would have to compete with the Ports of Kuwait, Umm Qasr and possibly other Gulf ports.

The port is wholly owned and operated by the Government of Jordan. Aqaba Port Authority (APA) is part of the Aqaba Special Economic Zone Authority (ASEZA) which comes under the Ministry of Finance. The Government owns all port assets and resources. There are no private sector contractors in the port.

Arab Bridge Maritime Company - it is the outcome of the significant joint venture between the governments of Jordan, Egypt and Iraq. Arab Bridge Maritime (AB Maritime) was founded in November 1985. Due to the strategic location of both Aqaba and Nuweiba as the only gateway between the Arab countries in both Africa and Asia, the company was granted an exclusive concession by the governments of Jordan and Egypt to operate the Aqaba-

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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Nuweiba ferry service line for the transportation of passengers, goods and vehicles of all sorts.

Other stakeholders in the maritime freight market are: Jordan National Shipping Lines, that is a National Public Share holding Co. Salam International & Transport, that is a Co. National Public Share holding Co. Arab Bridge Maritime that is Regional and Multi government.

4.2 CURRENT STATUS

4.2.1 Maritime safety SOLAS2 IMO convention is ratified by Jordan.

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.

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A Search and Rescue Co-ordinating Centre (MRCC) is based at Aqaba to deal with the implementation of the IMO SAR3 79 convention, even if it has not yet been ratified by Jordan4.

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 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. REPORT ON GNSS SERVICES IMPLEMENTATION METIS ROADMAP

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In addition, Jordan adequately assumes its tasks as related to Flag State Implementation and Port State Control (by the JMA) to detect any deficiencies on vessels that pose a threat to safety. In fact, Jordan is a member of the regional Mediterranean Memorandum of Understanding with respect of the Port State Control, which includes: Israel, Cyprus, Algeria, Egypt, Lebanon, Malta, Morocco, Tunisia and Turkey.

Furthermore, the JMA trains and licenses all seafarers so that they become experienced in their respective duties, thereby positively reflecting on safety. Jordan is also a member of the Basel convention, which regulates the transport of hazardous material. The government has tight control over the transport sector. In line with the conventions, there is a contingency plan in the MoE for spills and other transport-related accidents. A certain bylaw concerns the spillage of hazardous waste and specifies the needs for immediate cleanup. In Aqaba port, there are waste reception facilities for solid and liquid waste from ships. There is also a special authority for environmental issues.

4.2.2 Maritime freight The port is Aqaba. Type of traffic is passenger and freight (Container, oil, Bulk, general cargo). Development projects are already in the pipeline, the most important of which are the introduction of the information technology (computerization) for port operations, rehabilitation of the container terminal, training of personal and upgrading of the port handling equipment. It currently handles about 20 million tons of cargo/year. The storage capability of Aqaba port is shown in the table below:

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 coordination centres initiating the process of identifying the most appropriate places for disembarking persons found in distress at sea. 4 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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Storage Type Area/ Capacity Closed storage 62.000 sq.m Phosphate storage 410.000 t Grain silos 150.000 t Covered storage 41.200 sq.m Open storage 245.000 sq.m Container Terminal 500.000 sq.m Potash storage 150.000 t Rice silos 55.000 t Cement storage 30.000 t Table 2 Aqaba port storage capability

Port of Aqaba is equipped with a Vessel Traffic System and modern container handling and control system.

Figure 1 Map of Jordan

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4.3 OPPORTUNITIES AND KEY ISSUES

4.3.1 Maritime safety Strong support is needed for legislation harmonisation/ratification and implementation training on maritime safety/security and environmental protection issues (see regional cooperation potential with neighbouring Egypt and Israel).

Based on METIS interviews, the Jordan Academy for Maritime Studies states that a new VTS will be fitted in the port of Aqaba within one month (June 2007). Digital maps are use in the ports.

4.3.2 Maritime freight Aqaba port is the only seaport in the country. It possesses strategic importance in Jordanian transport (unique sea access), for regional (Red Sea) and international traffic flows (with a traffic of about 20 million tons of cargo per year). As already detailed, Aqaba’s position at the head of the Gulf of Aqaba lends itself to providing a land bridge between Asia and other countries in the Middle East, avoiding the costs and time penalty of using the Suez Canal to reach the Mediterranean Sea. A recent ESCWA study, fully justifies the scope for the creation of a Common Transport Area between Jordan, Syria and Lebanon.

It also provides an attractive option for Iraq’s international traffic, which has recently become a significant element of the throughput. A network of highways and roads is available connecting the port of Aqaba to the rest of Jordan and neighbouring countries. The port of Aqaba is also accessible by rail, with dedicated lines for phosphates. Planned rail and road extensions and improvements will further increase the port of Aqaba’s accessibility in the coming years. The rail service is not satisfactory. A direct railway line of good quality between Aqaba and Amman with its prolongation towards Damascus is to be considered. This project is very costly but it would provide Aqaba with a new dynamism especially with regard to its logistics zone.

Two main projects are presently under development concerning the port of Aqaba: one to transfer the port to southern part of Aqaba and one to develop the oil terminal. Aqaba Development Company is responsible for this development. In parallel the trend is towards privatization, establishment of regulations to encourage investment in the maritime sector and increasing of port activities/terminals. This will create new actors and new opportunities for new technology including GNSS.

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4.3.3 Intermodal freight transport Intermodal transport concept is already applied in Jordan. It is developing and expanding, as intermodal transport is one means of facilitating the expansion of international trade. The Ministry of Transport’s policy is designed to gradually increase the competitiveness of international trade. This has consequently led to the creation of an operating National Transport and Trade Facilitation Committee to coordinate the necessary changes to the satisfaction of both the Government and the private sector: Quality enhancement, by upgrading transport infrastructure, where linkages between road, rail, and the port of Aqaba Modernisation and harmonisation of transport legislation and regulations, to adapt commercial practices to international standards and removing any unnecessary trade barriers, within the economic, social and political contexts of the country Facilitation measures related to documents and procedures used in international trade Establishment of rules and responsibilities, by specific focused legislative framework for intermodal transport operators.

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5 RAIL

5.1 MAIN STAKEHOLDERS The entire Jordanian rail system is narrow gauge (1050mm) single track, approximately 524 km in total length, none of which is electrified. Railway transport in Jordan dates back to 1901. Responsibility for railway management, operations, administration and maintenance are vested in two companies. The Hedjaz Jordan Railways (HJR) controls the main North-South axis running from the border with Syria down to Amman and South to Abiad phosphate mine. The Aqaba Railway Corporation (ARC) operates railway services for the transport of phosphates from the Jordan Phosphate Mines Company (JPMC) from the major sites of Al Hassa and Al Abiad to the Port of Aqaba. ARC currently transports about 2.5 million tons per annum by rail.

Both HJR and ARC are Government owned (His Excellency the Minister of Transport). Since the 1990s the Government of the Hashemite Kingdom of Jordan (GHKJ) has been attempting to achieve greater macroeconomic growth and stability through reductions in the role of Government in the domestic economy. As part of this process, the GHKJ instituted a privatization program in 1996 that reduced its stake in sectors dominated by state-controlled enterprises. The GHKJ identified the railways as a potential sector for restructuring. The decision to privatize the railway came in 1996 when the Government realized that the railway was providing poor and unreliable service to its one and only customer, the Jordan Phosphate Mining Company (JPMC). In 1997 a Technical and Financial Advisor assisted the Government in carrying out an extensive diagnostic review of the railway, developing the privatization strategy and advising on the structure of the privatization.

5.2 CURRENT STATUS Problems on the railways stem from slow travel times, old rolling stock, general lack of investment in modernisation of the system coupled with minimal maintenance and a lack of demand. The narrow gauge requires conversion to standard gauge as a basis for upgrading the physical infrastructure to enable higher levels of service to be offered.

HJR performs limited and self-regulating operations, in direct competition with other modes of land transport: for passenger they are largely tourist in nature, for freight and operate they offer a once weekly service.

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Although this railway is operational, it would need major investment if it were to be used more heavily in the future. Its newest locomotives date back to 1975 and its wagons are over 40 years.

5.3 OPPORTUNITIES AND KEY ISSUES

5.3.1 Opportunities for rail applications Jordan’s rail system has the potential to form part of a long distance railway network in the region with connections to Europe, to Iraq and also through Lebanon to the Mediterranean. Three different strategic links have been studied in 1995/6, all of which would require either the construction of new standard gauge track or the reconstruction of existing lines to standard gauge to allow them to carry longer trains with higher axle loads: From Amman and Zarqa to Damascus with links through Irbid to Haifa, including a light rail system from Zarqa to Amman. It was projected that this line would carry around half of the 5 M tonnes of freight available From Zarqa to the Iraqi border. This railway would carry a high proportion of oil and general goods traffic between Jordan and Iraq. The Ministry of Energy has also recently undertaken a feasibility study of a pipeline along this route Standard gauge from Amman to Aqaba. This upgrade would follow a combination of existing and new alignments5 The commercial viability of these schemes is crucially dependent on favourable assumptions relating to the renewal of transit flows and trade with Iraq and the continuation of the peaceful economic development of the region.

Considering the analysis of the present status and trends, GNSS can be introduced in rail wagon and fleet management applications. This will support the rail service quality (punctuality and optimisation) for both passengers and freight.

5.3.2 Major Bottlenecks Affecting the Development of Jordan Rail Transport The major problems hindering the GNSS introduction in the rail sector are linked to the reluctance to support rail transport in Jordan policy development and enhancement: Clear perception of benefits - Development of the domestic rail network would need social benefits to be acknowledged. Transport by rail has several benefits over trucking. Less environmental impact is caused, fewer traffic accidents result and there would be less wear and tear and congestion on the roads. However, these are “external” benefits

5 The possibility of using the national railway system for a light rail scheme to link Zarqa and Amman has also been investigated. The dispersed land-use of Amman and its rugged topography mean that it is not well suited to a rail-based mass transit system. The light rail scheme accordingly has little economic merit and would not be commercially viable.

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and cannot be translated into revenue. Accordingly, a level playing field needs to be built into the evaluation of rail projects to reflect these social benefits Adjacent regions competitive strategy Any rail re-birth in the region will require international commitment and support. The countries of the Arab League are beginning to consider whether to develop a regional railway strategy. It is likely that any emerging strategy would not be commercially viable and would need international funding to achieve Costs - Costs will be high since there will be a need to widen the track to standard gauge to carry long distance traffic. In addition, there are other alternatives to rail, including improved road links and the construction of an oil pipeline between Iraq and Jordan. Decisions on any freight or passenger link will need to be taken in the context of the Government’s strategic objectives and the merits of alternative modes and projects Interoperability - For Hidjaz Jordan Railways, the main bottleneck is the narrow gauge system, which is not interoperable with European network or the network of neighbouring countries that already have a standard gauge system such as Syria. Another consequence is the difficulty to find spare parts with narrow gauge specifications. Most of the spare parts have to be manufactured locally and based on artisan knowledge and resources, which makes it very expensive Thus Government action to support and provide funds for the rail renewal is the pre- requirement for the rail providing high quality level and being competitive with other transport means, and thus allowing the introduction of new technology (including GNSS).

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 Jordan.

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6 ROAD

6.1 MAIN STAKEHOLDERS Planning, construction, operation and maintenance of the primary, secondary and village road networks in Jordan are the responsibility of the Ministry of Public Works. Routine maintenance is carried out by the employees of the Ministry, whilst periodic maintenance is sub-contracted to private sector contractors under Ministry supervision. Urban roads are however the responsibility of the local administrations (municipalities).

RACJ - The Royal Automobile Club of Jordan is a private club established in 1953 as a non- profit organization. Since the beginning the RACJ has been responsible for many projects and activities aimed at the improvement of environment and facilities for road users in Jordan. Close collaboration is maintained with the Ministry of Transport, Ministry of public works, the Municipality of Greater Amman, Public Security and Civil Defence Forces, on road safety and the introduction of the new International tourists road signs that are now being installed across the country. Also, the RACJ advises on various rules and regulations for the improvement of traffic circulation and pedestrian control. The RACJ is the sole body in Jordan authorized to issue Carnets de Passage en Douane and International Driving Permits, both essential requirements for foreign travel by car. Comprehensive touring information on Jordan and all foreign countries is available to members and Jordanian citizens upon request, which complements the very active role of the Club in the promotion of Tourism in Jordan. This is done by very close cooperation with the Jordanian Tourism Authority as the club is a full member of the AIT (Alliance Internationale de Tourisme). The RACJ is also a full member of IRU (International Road Union) & the sole issuer of TIR CARNET6.

6.2 CURRENT STATUS The Jordanian inter-urban road system is made up of the following classes of road: Primary Roads Secondary Roads Village Roads

6 TIR Carnets act as the transit control documents for goods moving under the TIR procedures (International transport of goods). TIR Carnets are issued by national Guarantee Associations approved under the TIR Convention by competent authorities, such as Customs authorities, either in the country in which the journey is to begin or in the country in which the carrier is established or resident. The TIR Carnet is required to be presented to the customs authority at the office of departure/exit, the office of destination/entry, and at each office en route (frontier office). When the journey is finished the holder must return the Carnet to the appropriate Guarantee Association as soon as possible.

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International links to bordering countries included three to Saudi Arabia, one to Iraq, two to Syria and three crossings to the Palestinian Authority-West Bank.

The road network has a good quality level. Of importance are: The North-South corridor running North-South along the border of Jordan/Palestinian Authority The major East-West corridor due to the movement of international traffic and goods transhipments via the Mediterranean and crossing Jordan to Iraq The roads linking the Palestinian Authority to Amman, and the roads. To supply the most developed zone in the country, which is located around the capital, it is evidently the port of Aqaba that is the nodal point in the logistics set-up along with the Aqaba-Amman road axis.

Tourism is satisfactorily favoured. A GIS based road inventory and road maintenance management system was in a state of ongoing development in 20057.

6.3 OPPORTUNITIES AND KEY ISSUES There are no interurban motorways currently operating in Jordan i.e. no motorways that have full control of access. The Eastern By-Pass for Amman (part of the planned Amman Outer Ring Road), which is about to be constructed, should be the first. As confirmed by the national stakeholders, GNSS opportunities are in road freight transport applications. For heavy vehicles, it would be likely to envisage in the 5-10 years, combined GNSS services for: Transport management and real-time provisioning/control of TIR Carnet Automatic tool collection solution based on GNSS Control and monitoring of hazardous goods transportation and support law enforcement Other services for regulated fleets (such as monitoring of their access in wanting and restricted areas). For these applications use of EGNOS/Galileo provides an added value.

7 Source: Euro-Med Transport Project, Technical Note 1 “Existing Transport Infrastructure Review”

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7 LAND APPLICATIONS

7.1 MAIN STAKEHOLDERS The big players in the GPS market –such as Garmin- may take the initiative to produce subsidized digital maps for Jordan and other regions, but with the lack of a solid business case to make such maps accessible to the paying consumer – yet alone the general public- the uptake of GPS is dependant on the GNSS pioneers of Jordan.

7.2 CURRENT STATUS To the credit of a Jordanian GPS entrepreneur, a startup company called GPSJordan did a great job in field surveys, and has in their database almost every corner of Jordan and especially in Amman. Point-to-Point navigation is good enough, given that one have a wealth of potential GPS users who have not yet exploited the GPS feature of their phones, chiefly, XPress users as all XPress phones are GPS enabled, with the top models have Java-based navigation software.

7.3 OPPORTUNITIES AND KEY ISSUES 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 Jordan.

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8 PUBLIC SAFETY-SECURITY APPLICATIONS

8.1 MAIN STAKEHOLDERS METIS analysis has identified the following stakeholders, related with two public safety- security applications for GNSS: Jordan Public Security Directorate (PSD) http://www.psd.gov.jo/ Jordan Director General of Jordan Customs Department http://www.customs.gov.jo/ Jordan Ministry of Tourism & Antiquities http://www.tourism.jo/.

8.2 CURRENT STATUS In November/December 2006: The PSD issued a call requesting a full and comprehensive turnkey solution for Vehicle and Personnel and Emergency Calls Station Tracking (for the Command and Control project) The Customs Directorate issued a call for Customs Electronic Transit Vehicle Tracking and Management System. The objective of this project was to provide Jordan Customs with powerful comprehensive (design, delivery, Installation and commissioning) solution based on innovative technology of efficiently monitor remotely on real-time bases the transit trucks from the entry point in Jordan to the exit point at border or the free zones and customs houses within the country, and to enforce the compliance to transit regulations applicable in Jordan to enhance the fight against fraud whilst facilitating trade and easing the crossing of compliant operators.

8.3 OPPORTUNITIES AND KEY ISSUES The above two calls shows the present trends by the Jordan Government.

Another opportunity for GNSS services replies in the tourism sector. Jordan National Tourism Strategy 2004 - 2010 is to double Jordan's tourism economy by 2010 in real terms. GNSS technologies could be used to provide coupled services for tourist information and support/assistance in case of emergency (for both personal/handled devices, and car devices): eTourism. 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 Jordan.

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9 CONCLUSIONS AND INPUTS FOR THE SERVICE ENABLERS ANALYSIS Jordan is a crucial link for regional transport/economic integration (mainly as transit area) in the Mashrek region due to geographical (multi border) and political (political influence in neighbouring Arab countries) reasons. Enhancement of the Aqaba port and expansion of the tourism industry are among Jordan’s main economic development priorities, as set out in Jordanian Economy into the Third Millennium. There is a strong government determination to improve transport efficiency through: Infrastructure investments. Institutional restructuring. Expansion of private sector participation in transport sector. These are seen as key element boosting the introduction of GNSS technologies as tool supporting the enhancement of transport system and right traffic flow.

Based on the deep analysis of these elements in different sectors, the following key applications have been considered interesting for GNSS service introduction and development in Jordan in the METIS considered time lag: Civil Aviation Maritime safety Maritime freight Road freight.

Civil Aviation has been included among EGNOS key applications for all the 10 MEDA countries. In particular for Jordan, 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. IMO SOLAS convention is ratified by Jordan (see METIS D04 - annex). Jordan 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.

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The Aquaba port is equipped with VTS/VTMIS equipment.

Mandatory general requirement is to support the IMO EGNOS implementation strategy.

Maritime freight has been included for all the 10 MEDA countries. Jordan has only one port, the Aquaba port that is very important. Freight traffic is a key sector for the country, considering the geographical position of such a port. It is equipped with a modern container handling and control system. 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.

Road applications (mainly freight traffic monitoring and control, for safety and security purposes) is an interesting domain for EGNOS in Jordan. As confirmed by the national stakeholders, road freight transport represents an important sector for Jordan, also due to sub-regional policies (Syria and Lebanon).

The Rail network and connecting services are not very well developed. For this reason, there is lack of interest from the operators to invest in new technology, priority still remain the enhancement and development of infrastructures.

Inland Waterways domain cannot be selected for obvious reasons.

Concerning LBS and GIS/Precise Positioning, Jordan has a great potential for GNSS- based tourism, GIS, mapping and historical site surveys. Some GPS solutions are already available on the market. Due to lack of information and inputs from the national actors (and considering such a competitive scenario), it is difficult to evaluate if there are opportunities for EGNOS-based services in the next 10 years. Main requirements are the promotion and lack of sound business cases for EGNOS (in comparison with GPS based products and services).