COMMISSION OF THE EUROPEAN COMMUNITIES 
Brussels, 16.01.1998 
COM(1998) 7 final 
Communication from the Commission to the Council and the European Parliament 
concerning 
the Euro-Mediterranean Partnership in the Transport Sector 

CONTENTS 
EXECUTIVE SUMMARY 3 
1. INTRODUCTION. 
2. THE GENERAL CONTEXT FRAMEWORK FOR COOPERATION IN THE MEDITERRANEAN 4 
2.1 The Euro-Medterranean Partnership 4 
2.2 Trade and transport flows: current situation and forecast» 5 
2.3 Blataral agraamants ,. 6 
2.4 Tha apacHc case of Cyprus 7 
3. THE TRANSPORT CONTEXT: A EURO-MEDITERRANEAN STRATEGY FOR TRANSPORT 7 
3.1 General objectives and principles 7 
3.2 The Mediterranean dimension of Community transport policy 10 
3.2.1 The White Paper 10 
3.2.2 The Trans-European Networks and their integration with transport networks in the Mediterranean partners 10 
3.2.3 Maritime transport 11 
3.2.4 Air transport 13 
3.2.5 Air Traffic Management (ATM) 13 
3.2.6 Navigation and Positioning Network (GNSS) 13 
3.2.7 Rail and combined transport 14 
3.2.8 Statistics 14 
3.3 Research and development 15 
4. SUB-REGIONAL CO-OPERATION IN TRANSPORT 16 
4.1 The Western Mediterranean 16 
4.2 Regional co-operation on transport in the Middle East 16 
4.3 Eastern Mediterranean and the link to the Black Sea 17 
4.4 Cyprus 17 
5. INSTRUMENTS FOR IMPLEMENTING THE COMMUNITY'S STRATEGY 18 
5.1 Financial Instruments Iti 
5.1.1 MEDA 1» 
5.1.2 The European Investment Bank 19 
5.2 Conclusions and recommendations 20 
SUMMARY TABLE OF ACTIONS TO BE TAKEN 21 
Executive Summary 
The Euro-Mediterranean Partnership, adopted at the Barcelona Conference in November 1995, 
heralds a new era and approach for the Community's relations with the countries in the 
Mediterranean basin, which are among the Union's oldest and closest partners. The 
Partnership is based on three linked pillars: that of a political and security partnership, economic 
and financial co-operation, and social, cultural and human exchange. 
The new approach adds a multilateral and global dimension to Euro-Mediterranean relations. 
The new Euro-Mediterranean Partnership aims to increase the flows of goods and people within 
the region. This Communication is intended to define a framework for co-operation in the 
transport sector to achieve improved integration of networks and therefore help create a space 
in which people and goods can move more easily. 
More specific objectives are defined for transport infrastructure (the inter-connection of the 
national networks of transport infrastructures in all the countries in question in order to create 
multimodal and inter-operable networks) as well as for transport services (to ensure that the 
most efficient and cost-effective transport services can operate with a high standard, in terms of 
social, safety and environmental domains, across a common transport space covering the whole 
of the Euro-Mediterranean Partnership region). These are the objectives which should guide 
Community policy and actions in this domain. 
In defining its objectives and associated working principles, the Community has been able to 
base itself on some initiatives already taken within the Union (such as the Trans-European 
Networks or its Maritime Strategy). The Euro-Mediterranean Partnership has also provided a 
forum for considering the widening of these (as well as the Community's Common Transport 
Policy in general) to its Mediterranean Partners. 
The Communication announces a comprehensive action plan for achieving integration and 
improved co-operation in the region, as well as the establishment of a group with the 
Community's partners for meetings and exchanges of information on transport projects of 
common interest in the Mediterranean and foresees co-operation on the implementation and co­
ordination of projects. 
1. INTRODUCTION 
Over recent years the Community has rethought its relationship towards the Mediterranean 
region, culminating in the development of a Euro-Mediterranean Partnership1, as adopted at the 
Barcelona Conference in November 1995. The new approach proposed by the Community is 
global in nature and aims to create a free trade area in the Mediterranean basin by the year 
2010. This Partnership has three objectives: a political and security partnership; economic 
and financial cooperation; and social, cultural and human exchange. 
Transport has a crucial role : increased exchanges of goods and people will require effective 
and sustainable transport services. Consequently the conclusions of the Barcelona Conference 
include statements that the participants: 
"stress the importance of developing and improving infrastructures, including through the 
establishment of an efficient transport system..." and "...undertake to respect the principles of 
international maritime law, in particular freedom to provide services in international transport 
and free access to international cargoes..." 
The work programme attached to the Barcelona Declaration states that cooperation in the field 
of transport will concentrate on : 
"the creation of an efficient air-sea multimodal transport system in the Mediterranean, through 
the improvement and the modernisation of ports and airports, the removal of unjustified 
restrictions, the simplification of procedures, the improvement of maritime and air safety, the 
harmonisation of environmental rules at a high level, including a more effective control of 
pollution caused by maritime transport, and the creation of harmonised traffic management 
systems; as well as the development of east-west land links on the southern and eastern 
shores of the Mediterranean, and the connection of Mediterranean transport networks to the 
Trans-European Network in order to ensure their inter-operability." 
The aim of this Communication is to formulate such a strategy in detail and to consolidate 
actions already undertaken (detailed below) and yet to begin into that context. Chapters 2 and 3 
of this Communication examine the transport context of the Euro-Mediterranean Partnership. 
both in terms of trade and transport flows in the region and in terms of the Mediterranean 
dimension of Community transport initiatives. Chapter 4 records current sub-regional 
cooperation and Chapter 5 outlines the instruments available to support current and future 
actions on transport within the Euro-Mediterranean Partnership. 
This Communication will serve as the basis for developing a comprehensive action plan for 
implementing the objectives set out in this paper. Sectoral work programmes have already been 
drawn up for maritime transport and for transport research and development and these could be 
integrated into the action plan for transport. 
2. THE GENERAL CONTEXT : FRAMEWORK FOR COOPERATION IN THE MEDITERRANEAN 
2.1 The Euro-Mediterranean Partnership 
The fulfilment of the objectives of the Euro-Mediterranean Partnership will require an efficient, 
safe, environmentally sustainable and competitive transport network. 
Attaining the objective of creating a Euro-Mediterranean free-trade zone means removing 
barriers to trade between the European Union and each of the Mediterranean partner countries, 
as well as between the partner countries themselves. This is fundamental to ensuring a long-
' In this Communication, the Euro-Mediterranean partners are those who participated in the 
Barcelona Conference, i.e. the Union and its Member States, Algeria, Cyprus, Egypt, Israel, Jordan, Lebanon, 
Malta, Morocco, Syria, Tunisia, Turkey and the Palestinian Authority. 
term balanced development for such countries and reducing their dependence on Europe and 
on European markets where important decisions concerning terms of trade are taken outside of 
their control. 
2.2 Trade and transport flows: current situation and forecasts 
Current situation: freight transport 
About 150 million tons of goods are transported per year between the European Union and the 
12 Mediterranean partners (around 10% of the Union's external trade by weight). The principal 
transport modes used are maritime (75% of all transports) and pipelines (17%). 40% of this 
transport is between the European Union and Algeria due to the large traffic of hydrocarbons; 
the 3 Maghreb countries (Algeria, Morocco and Tunisia) together account for about 50%. In the 
Eastern Mediterranean the most important trade partners (by weight of goods) are Egypt, Syria 
and Turkey. Turkey alone absorbs 25% of EU exports to the Mediterranean partners and it is 
the only trading partner where land transport to and from the EU plays a role. 
Less than half a million tons of goods (0.3%) was transported by air between the European 
Union and the Mediterranean partners in 1993, out of which approximately 40% to/from Israel 
alone. In Europe more than half of the total amount of air freight to/from the partnership 
countries passed through airports in Germany and the Netherlands, although it is likely that a 
large part of the goods transported through these countries are destined for/coming from other 
European countries, either by air, or (most probably) by road. No precise statistics are, 
however, available. 
Trade between the European Union (EU 12) and 11 Mediterranean partners2 
1993, mk> tons EU imports EU exports 
sea 73(70%) 40(87%) 
pipeline 26 (25%) 0 
road 3 (3%) 4 (9%) 
rail 0.1 0.7 
air 0.2 0.2 
other 18 0.3 
total 104 46 
trade by value, bill ECU 28 43 
ECU/ ton 270 940 
(source. Eurostat external trade statistics) 
In contrast to movements between the European Union and the Mediterranean partners, inter­
regional trade is very low, particularly in the Maghreb. 
Morocco-Maghreb Exports: 6%; imports: 2.3% 
Tunis-Maghreb Exports: 6.4%; imports: 4.5% 
(Source: Inframed) 
Intra-Maghreb air transport flows of both business travellers and freight are almost non-existent. 
At the same time, 90% of international traffic of Maghreb airlines takes place with Community 
Member States - 70-80% of Maghreb international trade taking place with these countries. 
The Palestinian Authority is excluded from these kjures, although tr,ido flows to <md horn the qooffr.iplm: ,110,1 now 
controlled by the Palestinian Authority are included with those to and from Israel 
Moreover, there is a strong imbalance in transport flows between the two regions: by weight the 
Union imports twice as much as it exports (more than 100 million tons versus less than 50 
million tons). By value, however, the EU shows a trade surplus, since the value of goods 
exported is 3.5 times as high as that of goods imported, due to the nature of goods traded 
(imports: energy, minerals, agro-foodstuffs, exports: manufactured goods, finished and semi­
finished products). 
Current situation: passenger transport 
The principle mode used for passenger movements between the Union and the Mediterranean 
partner countries is air transport. In 1993 the total flow of air transport passengers between the 
European Union and the Mediterranean partners was approximately 28 million, out of which the 
non-scheduled market accounted for more than half (54%). Turkey and Tunisia were the two 
most important Mediterranean partners, representing respectively 34% and 16% of the total 
traffic. 
Among the European Union countries, Germany, UK and France alone generated almost 75% 
of all air traffic. While nearly two thirds of the traffic from Germany and the UK went by non-
scheduled flights, mostly to Turkey and Tunisia (from the UK also to Malta and Cyprus), the 
French traffic was, however, characterised by a much bigger portion of scheduled passengers 
(70%), half of which was destined for the Maghreb countries. 
Forecasts 
Transport flows between the EU and the Mediterranean partners will continue to grow in the 
future, but their development is difficult to forecast accurately since it is closely linked with the 
development of the market for hydrocarbons, which make up 90% of imports of the EU from the 
Mediterranean partners. Petroleum imports from North African countries fell for example in 
1993 but they increased in 1994. Fertilisers (phosphates) make up another 5% of imports. 
Indirectly, the Euro-Mediterranean Partnership should also lead to an expansion of trade flows, 
and therefore of traffic flows as an increased awareness of market potentials between 
Mediterranean partners (created by the activities that the Euro-Mediterranean Partnership is 
promoting) results in the greater use of these markets which are so close. Furthermore, the 
Euro-Mediterranean Partnership will also be working on the indirect barriers to trade such as the 
promotion of co-operation in a number of sectors, or trade facilitation. Some of these planned 
measures in transport are detailed in Chapter 3 below. 
This forecast increase in trade flows applies not only to links between the Community and the 
Mediterranean partners, but also between these partners themselves, as promoting regional 
integration between these is a key objective of the Partnership. Indeed, many of the planned 
measures detailed below will be targeting this specific objective. 
All of this reinforces the importance of an adequate preparation of the Euro-Mediterranean 
Partnership in the transport sector - a preparation which has already begun in a number of 
transport fields. 
2.3 Bilateral agreements 
The main instrument devised by the Commission for creating the desired free trade area is the 
series of Euro-Mediterranean Agreements negotiated or under negotiation with the partners. 
These Agreements are at various stages of preparation, negotiation or ratification. In the case 
of Turkey, Cyprus and Malta, relations are covered by Customs Union arrangements. 
The Agreements or draft Agreements provide for early negotiations leading to liberalisation of 
trade in services. In the transport sector, the aim for maritime transport will be to establish the 
principle of unrestricted access to the international maritime transport market. Other transport 
modes are exempted from the standard provisions on rights of establishment and operation in 
these Agreements. However, most of the Agreements contain a commitment to negotiating 
sectoral market access agreements in road, rail, inland waterways and air transport at a later 
date. 
Each Agreement also aesdresses technical co-operation in the transport field, En order to target 
the Community's technical assistance programmes to the restructuring and modernising of their 
transport networks. Furthermore, financial protocols signed in 1995 with Malta and Cyprus with 
a view to preparing their accession to the EU (although Malta's position has now changed) cover 
transport and infrastructure, and a resolution of the EU-Turkey Association Council calls for an 
extension of the area of co-operation to transport. 
2.4 The specific case of Cyprus 
Following its signature of an Association Agreement on a Customs Union with the Community in 
1972, Cyprus entered into the process of Structured Dialogue with the European Union3 with a 
view to preparing its accession. This dialogue is intended to provide a framework for addressing 
topics of common interest related to the implementation of a pre-accession strategy, including 
(in the transport sector) inter alia: 
• continued support for the process of approximation of its legislation; 
• examination of means of extension to Cyprus of the transport Trans-European Networks; 
• participation in the Euro-Mediterranean Partnership. 
Relations with Cyprus on transport address issues in maritime, air, combined and multimodal 
transport, so as to avoid the imbalances resulting from an excessive concentration on individual 
modes. These points will be developed further in 4.4 below. 
3. THE TRANSPORT CONTEXT: A EURO-MEDITERRANEAN STRATEGY FOR TRANSPORT 
3.1 General objectives and principles 
The Community's general objective is the integration of transport networks both between the 
Community and the Mediterranean partners, and between the partners themselves. As 
indicated in Chapter 1, the transport element of the Barcelona Declaration focuses on 
infrastructure, as well as mentioning specifically maritime transport as a service, and the need 
to respect the principles of international maritime law, in particular freedom to provide services in 
international transport and free access to international cargoes. 
If we take first transport infrastructure, the objective is the inter-connection of the networks of 
transport infrastructures in all partners in the region in order to create an inter-regional, cross-
area, multimodal and inter-operable network. To achieve this: 
• the international community, and the Community in particular (inasmuch as it has a co­
ordinating role) should concentrate its planning and financial efforts on infrastructure 
projects of an international importance rather than those of a purely national 
importance; 
• multimodal transport networks should be planned reflecting real and anticipated flows 
of goods and passengers, in an exercise involving all the countries in a region to ensure 
that the realisation of transport networks takes place in a coherent and co-ordinated fashion, 
• once transport networks have been defined, the participants should identity bottlenecks 
and impediments to smooth traffic flows as weH as missing links in the networks, in order 
to focus on projects to tackle these; 
Resolutions ofGw EU/Cypms and EU/MaHa Association Councils on 12 June 1995 
7 
• in planning multi-modal transport networks, an emphasis should be given to improving links 
between ports and their hinterland, particularly important given the potential role of short 
sea shipping and the possibility of creating an integrated, multimodal door-to-door service. 
Often -links between ports and the rest of the network are weak or sometimes even missing 
altogether4. However, in improving port links with the hinterland, attention should be given to 
the potentially distortive effects of port investments, and consequently principles of fair 
competition between ports should be respected; 
• the Community should give careful consideration to the balance between different 
transport modes and therefore encourage projects which are either favourable to modes 
less harmful to the environment or which are neutral from the point of view of this balance. In 
particular, projects connected with short-sea shipping should be given a special attention, 
although care should be taken to promote projects which generate overall benefits from an 
environmental point of view5; 
• projects should be evaluated as far as possible according to objective and verifiable 
socio-economic criteria, including their promotion of regional development; support 
should be given to projects which have a certain minimum economic viability and there 
should be promotion of public-private partnerships where possible. The potential sources of 
investment capital, whether private or public, state or institutional (including the European 
Investment Bank and the World Bank) should also be involved in such discussions from an 
early stage; 
• "software" measures (such as the improvement/rationalisation of administrative procedures) 
should be given priority over "hardware" measures. Many transport bottlenecks (border 
crossings or intermodal points such as ports) have their principal causes in "software" rather 
than "hardware" and investing in measures which alleviate waiting times at transport 
bottlenecks may bring much greater benefits than infrastructure investments; 
• given the scarcity of resources, priority should be given to the 
rehabilitation/reconstruction of existing infrastructure rather than the construction of 
new infrastructure. Although there are clear examples where new infrastructure is required, 
in many instances the same benefits can be obtained by the better use or the improvement 
of the existing infrastructure. 
Turning now to transport services, the Community's objective should be to ensure that the most 
efficient and cost-effective transport services can operate with a uniformly high standard (from a 
social, safety and environmental point of view) across a common transport space covering the 
whole Mediterranean region. To achieve this: 
• obstacles to the free provision of transport services should be removed. This removal 
should take place in discussions with all the countries (taking account of any legal obligations 
of the partners under WTO rules). Removing obstacles to the free flow of transport is also a 
means of removing obstacles to free trade. In particular, the Commission's Communication 
on Short Sea Shipping6 identified obstacles to the promotion of this form of transport and 
Obstacles to short sea shipping services do not only exist in the Mediterranean partners However, the 
Community is addressing this in the framework of its own internal policies and instruments such as the Common 
Transport Policy, TENS, the promotion of intermodal transport and of short sea shipping 
•* We should avoid a situation where the improvement of short sea shipping is accompanied by an increase in 
environmentally-unfriendly road transport services between the port and the hinterland The Community should favour 
short sea shipping projects which improve the competitiveness of mantime transport vis-à-vis other transport modes 
more harmful to the environment (essentially road transport), and avoid promoting projects which, by heightening the 
competition with modes less harmful to the environment (such as rail transport) cause a switch from rail to road. 
6 Communication of the Commission to the Council and the European Parliament on "The Development of Short 
Sea Shipping in Europe " (COM(95) 317 final) 
stressed the need to remove these. Also in aviation, removing existing obstacles to the free 
provision of air transport services is an important priority and the administrative, operational 
and regulatory systems cf these countries will need to be assessed to identify these where 
they exist; 
a harmonisation of standards (based on international conventions cr Community 
legislation), as well as their enforcement needs to be promoted. The unequal application of 
social, technical, environmental and safety standards currently constitutes not only a 
distortion of competition but also in some cases a real danger to citizens in the region. 
Moreover, it can often be a technical barrier to transport flows. In addition the Community 
should promote the adoption of the necessary standards and practices that ensure a 
smooth integration of transport networks. The Community is in a particularly favourable 
position to assist its Mediterranean partners on a multilateral basis, through technical 
assistance projects which help the regional development of common standards according to 
international practices. Such projects should therefore be given a priority. For example, the 
multi-annual Work Programme for Maritime Transport in the Mediterranean (see 3.2.3 below) 
identifies projects for funding under the financial instruments of the Euro-Mediterranean 
Partnership which contribute towards: 
- developing the potential of maritime transport in the Mediterranean; 
- the development of ports; 
- improvement of maritime safety and pollution prevention; and 
- the development of logistics; 
the question of market access will have to be addressed by the Euro-Mediterranean 
partners. Indeed, in the negotiations on maritime transport services in the WTO, a number 
of market access problems in the Mediterranean partners were identified. In addition, 
preparatory discussions will need to open between the Community and its Mediterranean 
partners on the development of air transport agreements. In this context, the Commission 
services are preparing a request to the Council for negotiating Directives for an agreement 
with Cyprus and in the longer term agreements with other Mediterranean partners may 
follow7. To initiate this process the Commission will arrange air transport seminars for the 
relevant partnership authorities as well as the industry in these countries. The seminars will 
primarily focus on Community policy questions and be followed up by information on the legal 
and factual situation in the air transport sector in the Mediterranean partners The readiness 
of these countries to join a common European aviation area should in the meantime be 
assessed. 
the Community has an interest in developing a strategy which will promote environmentally 
friendly modes of transport in this region - especially in congested or environmentally 
sensitive areas - given the large distances involved. This objective could be achieved by two 
approaches. Firstly, consignors and consignees should be encouraged to limit the 
combination of "roll on-roll off' services and consecutive road transport to short road 
distances to and from the port. Secondly, consideration will be given to the negotiation of 
agreements with our Mediterranean partners with a view to developing multimodal chains, 
consisting of combined short sea shipping and rail transport; 
the Community should also consider the problem of the necessary restructuring of 
transport industries, given that in a number of the partners air, road and maritime transport 
(either completely or for certain categories of services) are still in the hands of state or para-
state monopolies with an absence of competition. There are indications of moves to open 
these sections to further competition. The Community can assist in these ventures based on 
I ho Commission lias already received a roquost from lurkoy to this effoct 
9 
the experiences of a number of Member States and could therefore consider favourably 
technical assistance projects (particularly bilateral ones) in the field of industry restructuring, 
privatisation and transfer of know-how, with a priority given to assisting transport operators to 
adjust and to become more competitive whilst observing the necessary norms and standards 
for transport operations in a wider international transport space; 
o the Community should seek to promote improvements in the level of the training of people 
working in the transport sector, as a means to increase their productivity. Training of 
workers, particularly in safety and environmental issues, is also a means to ensure the 
application of European or international standards. Specific attention should be directed to 
projects funded by the Union in this field. Most technical assistance projects will, in any case, 
inevitably have a training component; 
• the Community should promote exchanges of information to encourage regional 
integration and the possible establishment of meaningful institutional structures for the 
purpose of ensuring observance of competition rules. This is a domain where the 
Commission can play an important co-ordinating role within the Euro-Mediterranean 
Partnership. In particular, promoting regional data transmission systems, combining 
communications networks (including satellite navigation) and vessel traffic management 
systems, will help promote regional trade and traffic and improve the efficiency of transport 
and trade. 
3.2 The Mediterranean dimension of Community transport policy 
With these strategic objectives in mind, the Community has already undertaken a certain 
number of initiatives in the Mediterranean region, linked to transport infrastructure and networks, 
to transport services, as well as to horizontal issues such as regional integration and research 
and development. 
3.2.1 The White Paper 
In 1992 the Commission's White Paper on the future development of the Common Transport 
Policy8, called, inter alia, for the progressive transformation of existing bilateral regimes into 
multilateral arrangements and the development of a comprehensive approach to the transport 
services and networks of Europe to promote integrated, pan-European development. 
The "pan-European" approach should be extended to the non-Union Mediterranean partners 
(see also 3.2.2 below). The fundamental thrust of this approach is to consolidate the 
developments towards liberalisation in the provision of transport services. This is particularly the 
case for maritime transport services where the EU has consistently sought multilateral trade 
liberalisation for the sector. 
3.2.2 The Trans-European Networks and their integration with transport networks in the 
Mediterranean partners 
The Union's transport network policy aims at ensuring the development of an efficient wd 
modally balanced transport infrastructure and its intelligent use, as a basis for the effective 
provision of services, allowing the free movement of persons, goods and services in the Union's 
Internal Market. 
This has been the rationale behind the development of Trans-European Transport Networks, 
both within the Union and in the connection of the Union's TENs to the networks of third 
countries, as outlined in the Commission's recent Communication on connecting the Union's 
"The Future Development of the Common Transport Policy: A Global Approach to the Construction of a Community 
Framework for Sustainable Mobility" (COM(92)494 final) 
10 
transport infrastructure network to its neighbours: towards a co-operative pan-European 
transport network policy9 and a number of initiatives have already been taken in this regard. 
There is a clear need for coordination in network planning, identifying projects of common 
interest. In this context the Union is working with its neighbours (to the east, south and south­
east) to create, on a pan-European scale, a common transport space to ensure that transport 
networks of these countries can inter-connect to create a smooth space in which transport 
infrastructures and transport markets offer the same high level of performance. This exercise is 
undertaken by the pan-European Transport Conferences, the third of which, in June 1997 in 
Helsinki, introduced the new concept of pan-European Transport Areas (PETrAs) - to 
supplement the Corridor concept developed at the second Conference in Crete in March 199410 
- specifically to cover the regions of the Mediterranean, the Black Sea and the Adriatic/Ionian. 
Against the background of the Euro-Mediterranean Partnership, the non-European partner 
countries in the Mediterranean participated either as active observers in the Helsinki Conference 
or in the case of Turkey, Cyprus and Malta, as full members. 
In preparation for this Conference a number of regional conferences were established, among 
them the Mediterranean Transport Conference in Lisbon in January 1997, to report on their 
activities for the creation of a common transport space, promoting regional transport co­
operation between the partners. Work on co-ordinating infrastructure networks already began 
In anticipation of the Helsinki Conference establishing the pan-European Transport Area of 
the Mediterranean Basin, and as a follow up to the Lisbon Conference mentioned above. A 
first step was the identification of corridors within this region, an exercise known as Corrimed. 
In addition, work on the coordination of planning of such transport networks is already fairly well 
advanced at the sub-regional level: Western Mediterranean, Middle East region and Cyprus 
(see Chapter 4). In the Middle East and in the Western Mediterranean the Commission has 
financed studies to identify transport infrastructure needs on a regional basis. Actions are 
already underway to develop an overall approach to the coordination of planning of an efficient 
transport infrastructure in the Maghreb, and the Middle East, including links through Turkey, and 
its connection with the TENs in Spain and France and to the evolving network in South-East 
Europe and the Black Sea. This will build on the Union's existing involvement through the 
multilateral Peace Process in the development of transport infrastructure in the Middle East. 
It is clear then that work on Mediterranean transport networks should be supported on two 
levels, combining the initiatives in the various sub-regions, in which a political and technical 
consensus can be achieved, with work addressing the Mediterranean as a whole, ensuring 
coherence between the sub-regions and therefore identifying the links between sub-regional 
networks. 
3.2.3 Maritime transport 
Maritime transport is a mode of particular importance to the Community in its trade with third 
countries, as 90% of its such movements are by sea. In the Mediterranean, maritime transport 
is the most important mode. 
The Commission's Communication on the Development of Short Sea Shipping in Europe11 
proposed the opening up of short-sea shipping lines between the Community and its 
l> Communication from the Commission to the Council and the European Parliament "Connecting the Union's 
transport infrastructure network to its neighbours: towards a co-operative pan-European transport network policy" 
(COM(97) 172 final). 
1 f) Multi-modal transport corridors comeeting Oie Union to the countries of Central Europe and tlte former Soviet 
Union. 
1 ' Communication of the Commission to the Council and the European Parliament on 'The Development of Short 
Sea Shipping in Europe' (COM(95)317 final) 
11 
Mediterranean partners. It particularly highlighted the importance of this transport mode in the 
Mediterranean, given the absence in many instances of viable land-based alternatives. In other 
instances, improved short sea shipping services provide an important component in a multi­
modal (road-sea or rail-sea) transport chain. As a result, any increase in trade flows, and 
therefore of transport flows, within the region, is likely to make extensive use of shipping. 
Two further Communications of the Commission in the maritime field concern the development 
of a new maritime strategy12 and External Relations in the Field of Maritime Transport13 
Maintaining open markets in maritime transport is vital to the Community and is therefore a key 
component of the proposed new strategy. The Commission's general objective is to consolidate 
developments towards liberalisation and to obtain a further reduction in existing restrictions. 
Ensuring unrestricted access to cargoes on a commercial and non-discriminatory basis has 
been a fundamental component in the agreements which the Community has negotiated, or is 
currently negotiating with the Mediterranean partner countries. 
The first priority for transport in the Mediterranean has to be given to facilitating and 
improving maritime transport flows. This will include a careful examination of requirements 
for the development of infrastructure in certain ports in the countries concerned, associated 
with a major global effort to improve port operations and customs procedures. It will also be 
necessary to assess the needs for improving the land-based infrastructure linking ports with 
economic centres. 
The Commission continues to place particular emphasis on maritime safety, and in its relations 
with the Mediterranean partners has identified a particular need to assist them to reinforce their 
maritime administrations and also to encourage their ratification of the main International 
Conventions on maritime safety and their effective implementation and enforcement. One 
particular approach taken by the Commission has been the running of workshops and seminars 
for the establishment of regional agreements, such as the one on Port State Control in the 
South-Eastern Mediterranean. 
Achievements so far 
The Regional Conference for the Development of Maritime Transport in the Mediterranean, held 
in Barcelona in April 1995, issued conclusions and recommendations on future cooperation and 
set up a specific Waterborne Transport Working Group. This met in September 1995 and 
adopted a multi-annual rolling Work Programme, which is- now being put into action This 
covered a wide range of potential activities from the necessary fact-finding to ports 
development, the strengthening of the commercial and legal environment, maritime safety, 
environmental issues and logistics, including telematics. 
On this basis, and taking account of the beneficiaries' priorities and their absorption capacity, as 
well as the objectives of the Barcelona conclusions and the Euro-Mediterranean Work 
Programme, a meeting held in Cyprus in October 1996 identified a first series of actions, 
including regional projects that could be financed by MEDA (see 5.1 below). A number of 
projects were subsequently submitted to and received approval from the MED management 
committee in 1997 for financial support. In particular the maritime action programme has 
identified for financial support projects aimed at preventing or reducing pollution at sea, such as 
the establishment of emergency plans in case of accidents, hydrographie surveys and related 
cartography, actions to improve handling of dangerous goods and development of waste 
reception facilities. In this respect, one of the main actions relates to the development and 
implementation of harmonised VTS procedures as part of an integrated network of traffic 
12 Communication of the Commission to the Council and the European Parliament: "Towards a new 
Maritime Strategy" (COM(96)81 final) 
13 Communication of the Commission to the Council and the European Parliament: External Relations in the 
field of Maritime Transport : (CO M(96)707 final ) 
12 
management and information systems, as well as the development of electronic infrastructure 
and related software and telematics applications. 
3.2.4 Airtransport 
The Barcelona Declaration integrated co-operation in the field of air transport into a broader 
context of sea-air multimodal transport, through the improvement of safety, environmental 
standards and airport infrastructure, the elimination of restrictions and the establishment of a 
harmonised system of traffic management. These elements are included in the Euro-
Mediterranean Association Agreements. 
Achievements so far 
Apart from this, regular contacts have been established between the EC and Arab air earners in 
the framework of the Euro-Arab dialogue. Until recently, no government organisation existed in 
this sector, and the Arab Air Carriers Organisation (AACO) has therefore been the only available 
counterpart for more regular discussions at a multilateral level. However, a regional 
governmental organisation was created in November 1996, and further contacts between the 
Community and these countries are now being held within this framework. 
In addition to this, a seminar on EU air transport issues was held in Malaga in March 1996 with 
the participation of air carriers as well as government representatives from the Maghreb 
countries. This was later followed up by exploratory talks on air transport between the 
Commission and Moroccan and Cypriot authorities respectively, as a first preparation for future 
negotiations. This type of contact is also envisaged with other countries in the region and has 
already been proposed with Turkey and Israel. 
3.2.5 Air Traffic Management (ATM) 
In the field of ATM, the EU has for many years been supporting the ECAC strategies which 
concentrate on increasing airspace and air traffic control (ATC) capacity in Europe by 
harmonising, integrating and developing the operation of national facilities devoted to air 
navigation services. They also address the issue of consistency between European systems 
and those based in third countries, such as those in the Mediterranean region. While the scope 
of applicability refers only to Europe, this geographical framework is likely to be extended to 
adjacent Mediterranean states, at least as far as the operational and technical aspects are 
concerned. As an example, co-operation has been launched between Western Mediterranean 
partners to increase the capacity in south-west Europe through the harmonisation of services 
and installations. 
The main deficiencies of ATC in the Mediterranean lie with the lack of radar coverage and of 
data processing capabilities. Future programmes of modernisation will need to focus mainly on 
these domains, requiring corresponding investment to improve human resources. The budget 
line for the ATM component of the TEN T is used to support these developments on the 
European side, while MEDA funds might be used for the corresponding elements in the partner 
countries. 
3.2.6 Navigation and Positioning Network (GNSS) 
Contacts have already been established with some Mediterranean partners, in order to optimise 
the navigation signals in the region - transmitted through the European contribution to a global 
navigation satellite system (GNSS) - and to enable satellite navigation users to benefit from 
improved transport safety and efficiency. GNSS will also serve to facilitate intermodality. 
Numerous initiatives are underway and decisions have been taken in support of the 
implementation of GNSS in the Mediterranean area. In this context the Commission's 
Communication on the connection of the Union to its neighbours (see 3.2.2 above) recognises 
that GNSS is an important instrument for the creation of the pan-European Transport Network 
as well as for the cohesion of multimodal transport systems in the Mediterranean basin, which 
represents an important transport nodi for the- three continents of Europe, Africa and Asia. Tho 
Lisbon Conference - which provided the Mediterranean region's input into the Helsinki 
Conference (see 3.2.2) - underlined the importance of satellite navigation and positioning in the 
Mediterranean region and agreed on cooperation between the Mediterranean partners to 
develop a masterplan for GNSS implementation. Furthermore, GNSS has been recognised as 
a potential priority project for the extension of the Trans-European Navigation Network to the 
Mediterranean region14. 
For its part, Italy has formally stressed the need for inter-operability within the Mediterranean 
region in GNSS and consequently a feasibility study for the creation of a homogenous satellite 
navigation service in the Eastern Mediterranean is under approval for financing under the TEN-
T. 
A workshop on space applications in the Mediterranean region was held in Cairo in May 1997 
with particular emphasis on the development of satellite navigation infrastructure in the 
Mediterranean basin. 
Discussions now need to be intensified in order to define concrete cooperation arrangements 
with the relevant Mediterranean authorities to ensure the implementation of a system that is fully 
inter-operable with those in adjacent regions. Inter alia this requires: defining a regional strategy 
to ensure the implementation of a navigation and positioning network masterplan in the 
Mediterranean; ensuring convergence of initiatives into coherent action satisfying the needs of 
users and inter-operability requirements with systems in adjacent regions; optimising navigation 
infrastructure; promoting a multimodal GNSS receiver; educating users; and finally, facilitating 
industry (including support to service provision). 
3.2.7 Rail and combined transport 
Although maritime and to a lesser extent air transport will remain the principal modes used for 
relations between the Union and its Mediterranean partners, in the longer term, a Community 
policy for transport in the Mediterranean should foresee an evolution towards combined 
transport by rail, building on the existing rail networks in some of the countries concerned (such 
as the Mashrek countries and Turkey) in order to anticipate the necessary infrastructure and 
fleet technology needs, as well as the modification of the necessary international and national 
legal frameworks. Such a policy could also promote the longer-distance transport of goods, for 
which rail transport (particularly flexible when in combination with other modes) is well suited. 
3.2.8 Statistics 
There is a clear need for the Community to co-operate with its Mediterranean partners on 
statistics. Under its transport component, MEDSTAT - a project of 20 MECU, initiated by 
Eurostat, the Statistical Office of the European Communities - has developed a work 
programme for establishing co-operation in the field of transport statistics in the Mediterranean 
area in order to reply to the needs for information in this field. The work programme includes an 
analysis of users' needs and of existing systems, assistance in convergence towards EU 
standards, and exchange and dissemination of information. 
3.3 Research and development 
The Union's transport research policy aims at supporting the CTP and the development of the 
TEN-T, including its interconnection with the networks of other countries. Current research, 
being carried out mainly under the specific Transport Programme of the 4th Framework 
Programme of Research and Technological Development (1994-1998) pays particular attention 
to the way the TENs might evolve and how issues related to access, inter-operability, inter­
connection and inter-modality might be addressed. (By virtue of a Science and Technology 
/ 4 Decision no. 1692/96/EC of the European Parliament and the Council of 23 July 1996 on Community Guidelines for 
the Implementation of the Trans-European Transport Network (L 228). 
14 
Cooperation Agreement Israel is associated to the EU's 4th Research and Development 
Framework Programme and thus already participates on an equal footing in the Transport 
Programme of the Framework Programme.) 
Attempts should be made to increase the capacity of the Mediterranean partners to participate 
in joint research activities, by setting up structures and effective institutional frameworks and by 
ensuring active participation from the Union in both scientific and technical staff training. Where 
it is feasible, a regional approach could promote the sharing of experience between 
Mediterranean partners. 
In order to foster cooperation with the Mediterranean partner countries in the field of transport 
research and development the Commission services established a RETRAMED group 
(Research on Transport in the Mediterranean) which brought together experts from all EU 
Member States and twelve Mediterranean partners. The aim has been to gather information 
about the Mediterranean partners' transport research actions and to identify areas of common 
interest for future co-operation in transport research. On the basis of this work the Commission 
has drawn up a multi-annual Work Programme for transport research, that has been approved 
by the RETRAMED group. This Work Programme aims at supporting future choices in the 
development of transport policy in the Mediterranean region - in the light of the likely 
establishment of a free trade zone - taking both economic and environmental considerations 
into account. Elements of this work programme, together with the maritime programme 
mentioned above, will be incorporated into a transport-wide action plan for the Mediterranean, 
which will identify specific projects to be put forward for financial support under Community 
financial instruments, including MEDA. Under the 4th Framework Programme for Research and 
Development at least, funding is not available to support the RETRAMED programme. 
The Work Programme covers: 
(1) research into the methods required for collecting data for transport statistics (in close co­
operation with the initiatives and programmes of the Statistical Office of the European 
Communities (EUROSTAT)); 
(2) strategic research, including: transport demand trends and management; transport 
network efficiency and impact; the links and inter-connections of the various transport 
networks of the Mediterranean area; 
(3) research into transport infrastructures, including research on the organisational and 
technical solutions to optimise infrastructure management (e.g. infrastructure charging, 
telematics for pricing); 
(4) research into urban transport, focusing on problems arising from the need to meet 
demand for accessibility in urban and metropolitan areas while at the same time 
minimising transport time for goods and people without neglecting safety and the 
environment; 
(5) research into traffic management, in particular in the area of air and maritime traffic 
control, focusing on the conditions necessary for developing integrated (inter-operable) 
networks at sub-regional level and throughout the Mediterranean; 
(6) research towards enhancing the inter-modality and complementarity of various modes of 
transport with a view to improving the Mediterranean transport networks; 
(7) research on improving transport safety and the environment - focusing particularly on 
road transport (road user behaviour, vehicle design) and the impact of transport systems 
on socio-economic activity and the environment. 
In addition to these initiatives, research institutes in third countries in the Mediterranean are 
already able to participate in individual COST actions to exchange information on research 
projects. However, full participation in the exercise depends on the extent to which the countries 
are integrated into the COST structure, (Turkey and Malta are full members and Cyprus has 
applied for membership). There is a need to examine how these countries can be associated 
15 
with the overall initiative. Currently, albeit without Community financing, the Mediterranean 
partners are entitled to participate in the transport initiatives under the current 4th and the future 
5th Framework Programmes. 
4. SUB-REGIONAL CO-OPERATION IN TRANSPORT 
Regional integration in the Mediterranean as a whole is being complemented by a considerable 
dynamism in a number of sub-regions. The main such sub-regions are as follows: 
4.1 The Western Mediterranean 
In the Western Mediterranean, co-operation in a number of transport fields, but in particular 
that of infrastructure development, had already begun before the Barcelona Conference, in the 
framework of meetings of the Ministers of Transport of the three Community countries (Spain, 
France, Italy) and the three partner countries in the Maghreb (Morocco, Algeria, Tunisia), in 
which the Commission participates (known as '3+3'). 
In Rabat in September 1995 the Ministers of Transport of the Western Mediterranean identified 
a number of priority corridors of regional importance, as continuations of Trans-European 
Networks. A number of important criteria were established for the evaluation of projects on 
these corridors, including: common interest (for both Trans-European and Trans-Maghreb 
networks); economic viability of the project (and the possibility of public-private partnerships); 
contribution to economic development and regional integration; environmental impact (and 
emphasising transport systems which promote sustainable development); maturity of projects; 
and coherence with national and Community planning. Work is continuing on transport 
demands, on the identification and evaluation of projects of a regional importance on these 
corridors (INFRAMED study commissioned by the EC), and it is hoped that this can evolve into 
pre-investment work, facilitating the promotion of these projects to interested financial 
institutions. In this respect, Community financial instruments (MEDA) could perhaps finance 
some of the technical assistance pre-investment work linked to the preparation of investment 
projects. 
The last meeting of Ministers of Transport of the Western Mediterranean (including Portugal) 
established a "Groupe transport de la Méditerranée Occidentale" (GTMO). The group uses as a 
secretariat the Centre d'études des transports pour la Méditerranée occidentale (CETMOl and 
has already adopted a number of planned actions, including definition of a multimodal transport 
network, establishment of improved databases and initiatives in maritime and air transport. 
The GTMO framework has been active on other transport-related activities, including regional 
trade facilitation, liberalisation and commercialisation of air transport (seminar in Malaga in 
March 1996), and reconciliation of transport infrastructure planning with the imperatives of the 
environment and of spatial planning. Two studies in these fields are in preparation. 
In the transport research field, the GTMO has begun co-operation (seminar in Rabat in January 
1997) with the aim of integrating the Maghreb countries, where possible, into Community R&D 
activities, and promoting, within these activities, research projects which are of specitic interest 
to the region. 
4.2 Regional co-operation on transport in the Middle East 
In the Middle East the European Union, through the Regional Economic Development Working 
Group (REDWG)15, has assumed a leading role in the promotion of regional co-operation 
between the core parties. Within this structure the regional parties agreed to establish four 
Sectoral Committees, one of which covers infrastructure, and within this Committee a Transport 
15 Members of the REDWG Monitoring Committee are EU (gavel-holder), Egypt, Israel, Jordan, the Palestinian Authority, 
US, Russia, Japan, Canada, Norway, Saudi Arabia and Tunisia. 
16 
Strategy Group has been formed. Under the chair of the European Commission on behalf of 
the Union, this Group will oversee the development of transport in the Middle East. 
The Transport Strategy Group agreed in April 1996 on the concept of transport corridors. Each 
of the partners in the Middle East is heavily dependent on its neighbours for long-distance 
transport. As a nucleus for future development, discussion has already taken place on four land 
transport corridors in this region. The European Commission is currently funding a Middle East 
Regional Transport Study which will provide transport scenarios up to the year 2020. 
Once a wider regional co-operation has become feasible, the concept of corridors should be 
extended geographically (to the North, through Lebanon and Syria to Turkey, and to the East 
and South East to the Arabian Peninsula). Transport corridors as a means for long-term 
planning are of specific importance for land-based transport from the Middle East to Europe into 
Saudi Arabia and the Gulf countries and towards Iraq and beyond. 
4.3 Eastern Mediterranean and the link to the Black Sea 
The absence of a political framework for the countries of the Eastern Mediterranean has 
hindered progress on developing a regional approach to transport networks in the region 
However, private organisations have been active in promoting regional co-operation. The 
International Transport Conferences on the development of Transport Connections between 
Western Mediterranean and the Black Sea in Piraeus in April 1996, and Sochi in May 1998. 
organised by the Hellenic Chambers Transport Association, with the support of the European 
Commission and Eurochambres, have provided a useful forum for discussion The conferences 
have highlighted the need for co-operation within a competitive environment between the ports 
and between ports and other transport modes to improve the quality of multimodal transport 
services in the region, of which maritime transport is the central mode. 
The absence of activities in the Eastern Mediterranean contrasts with the dynamism manifested 
by the regional body for the Black Sea, the Black Sea Economic Cooperation (BSEC). The two 
regions are linked by transport flows. BSEC is promoting the creation of regional transport 
networks and now plays a co-ordinating role in drawing up a programme of infrastructure 
development for the pan-European Transport Area of the Black Sea basin, as endorsed by 
Helsinki. This dynamism might perhaps spread to its neighbouring region. 
4.4 Cyprus 
Substantive talks on transport issues, on the basis of the Commission's Opinion on its 
application for membership16, had already taken place with Cyprus before the Structured 
Dialogue process began in December 1995. A second meeting, at Ministerial level, took place 
in Nicosia in October 1996. 
Maritime transport dominates transport relations between the Community and Cyprus, given 
that the latter has built up major ship registers and is now among the world's largest holder of 
registers. A large proportion of the tonnage in Cyprus is owned by Community interests ship­
owners are attracted to open registers such as those of Cyprus, due to the more relaxed 
conditions of vessel registration and operation as compared to those in the EU Member 
States. Records of detention of Cyprus flagged ships under Port State Control inspection show 
substantially higher figures than the Community average. This raises concerns for the 
Community about, inter alia, distortions of competition, and maritime safety and pollution. 
In the air transport sector, Cyprus has made important progress in adapting to EC legislation on 
aviation, is open for competition and wishes to begin negotiations on an aviation agreement with 
the Community. The Commission has recently entered into detailed technical discussions with 
Cyprus to prepare for this. 
16 Commission opinion: COM(93)313 final for Cyprus (June 30th 1993) 
II 
Discussions have also touched briefly on the need for Cyprus to adapt its legislation and 
practices on state aids and competition in the transport sector to be compatible with those in 
the Community. Discussions are taking place at technical level to address Cyprus' connections 
with the Trans-European Networks. In this context, Cyprus will be integrated into the Union's 
TINA process (Transport Infrastructure Needs Assessment). The most important aspect for 
Cyprus will be that of integrating its ports and airports into the Trans-European Networks 
process. 
5. INSTRUMENTS FOR IMPLEMENTING THE COMMUNITY'S STRATEGY 
The Barcelona Declaration states that the creation of a free-trade area and the general success 
of the Euro-Mediterranean Partnership require a substantial increase in the financial assistance 
that the Community grants to the Mediterranean. This assistance must, above all, encourage 
sustainable indigenous development and the mobilisation of local economic operators. 
The Euro-Mediterranean Partnership is policy-driven. For the financial partnership, the three 
priorities set out for the financing of the EU's co-operation are: 
• economic transition: support for structural adjustment programmes, company restructuring 
and modernisation and technical assistance; 
• support for socio-economic balance: social infrastructure, vocational training, rural 
development, population and health and the environment; 
• support for regional integration projects. 
5.1 Financial Instruments 
5.1.1 MEDA 
MEDA is the Community's main financial instrument for the implementation of the Euro-
Mediterranean Partnership. The programme has the purpose of encouraging and supporting 
the reform of the economic and social structures of the Mediterranean partners, notably in 
preparation for free trade with the European Union. 
In the course of programming MEDA funds, about 90% of the budget is allocated to bilateral 
(national) projects and about 10% to regional projects, involving a number of Mediterranean 
partner countries , although bilateral and regional projects are intended to be complementary 
Believing that the future prosperity and stability of its partners rests on increased co-operation, 
the Community will be using its influence to promote regional co-operation (both between the 
Mediterranean partners and the Community as well as between the Mediterranean partners 
themselves). The Community will finance regional co-operation projects including those on 
transport (there is no formal division of MEDA funds between the different sectors). 
The Community has set aside 4 685 billion ECU for financial cooperation with the Mediterranean 
partners for the period 1995-99, of which 3 4245 billion ECU, is devoted to MEDA. Technical 
assistance projects (particularly preparatory work and feasibility studies) in sectors such as 
transport17 may be financed from MEDA in the framework of national and regional indicative 
programming. 
A particular emphasis will be placed on projects benefiting a number of countries. So far, this 
involvement has concentrated on the Middle East as part of the Peace Process, and there is a 
desire to extend this beyond the core players (Israel, Jordan, Egypt, the Palestinian Authority) if 
the political framework allows such an extension. This is the case with the regional projects to 
OJLI89 of July 30th 1996 
18 
be financed by MEDA under the multi-annual Work Programme for Maritime Transport (see 
section 3.2.4 above). 
MEDA will serve to assist the Mediterranean partner countries in preparing for free trade with the 
European Union and to raise their standard of living. The wider objective of European 
Community interventions will be to increase the competitiveness of the partners' economies, 
with a view to achieving sustainable economic growth, in particular through improved export 
performance. The transport sector has therefore been identified as one area for targeting 
MEDA funds, (as regards both bilateral and multilateral projects), for accompanying the 
upgrading of transport infrastructure and the improvement of quality and reduction of the cost of 
service provision. 
For projects relating to transport infrastructure, MEDA financing is likely to be used to focus on 
pre-investment work. A particular emphasis should therefore be placed on the optimal 
definition of viable projects. 
5.1.2 The European Investment Bank 
The EIB plays a key role in implementing the Union's co-operation policy. In addition to the 
more than 4 billion ECU of aid provided between 1992 and mid 1996, a further 1.8 BECU was 
made available by way of EIB capital loans for horizontal financial co-operation projects with the 
non-member Mediterranean partners (designed to finance projects of a regional nature of 
mutual benefit to both sides). In the transport sector, this will finance the improvement of links 
between non-Member Mediterranean partners and the Union (such as the construction of 
sections of the Rabat-Fez and Rabat-Tangier motorways in Morocco; expansion of the port of 
Beirut in Lebanon; enlargement of main commercial ports in Turkey and Tunisia or improvement 
of ATM in Cyprus). 
The EIB looks to the private sector to play a greater role in the Mediterranean region, which will 
facilitate the financing of projects and have a beneficial effect on project identification. The ElB's 
experience in infrastructure financing by the private sector within the Union is now being 
transferred to countries outside (including the Euro-Mediterranean partner countries) where the 
Bank can complement local and other international sources of finance, as well as act as a 
catalyst. In the infrastructure sector (including transport), the EiB has provided the 
Mediterranean partners with some 1.6 billion ECU since 1991. In 1995, infrastructure projects 
worth 617 MECU were financed in the Mediterranean, 210 MECU of which were in the transport 
sector. 
The EIB attaches particular importance to the development of trans-national projects between 
North and South essential for trade, communications and a fair and balanced distribution of 
common resources. It has already contributed to extending trans-European Networks from the 
Union to the Mediterranean basin. 
5.2 Conclusions and recommendations 
Defining a Community policy for implementing the Euro-Mediterranean Partnership in the 
transport sector is an important step towards the improvement of transport networks and the 
implementation of this Partnership. Against this background, the Commission will: 
• draw up a comprehensive action plan based on the elements outlined in annex. Such an 
action plan will integrate the separate elements of the maritime and transport research 
programmes developed for the Mediterranean, as well as new initiatives being taken (or to bo 
taken) in the other modes and sectors, in order to help transform objectives into projects and 
actions; and 
• establish a group on Mediterranean transport, composed of all Mediterranean partners as a 
framework for meetings and exchanges of information between the partners concerning 
transport co-operation. This group, which should also provide a more global picture of the 
ongoing activities at sub-regional level, will operate within the framework of the Euro-
Mediterranean Partnership, having in mind the objectives of the Partnership as a whole. The 
19 
Commission will co-operate with the countries concerned on the implementation of projects 
of common interest and facilitate co-ordination on future projects, in accordance, where 
appropriate, with the objectives and the Community decision-making procedure as regards 
MEDA. 
20 
Summary table of actions to be taken 
Domain Actions undertaken1X Actions planned 
Development Strategic objectives defined in this Transformation of the elements of this 
of a transport Communication Communication into a transport action plan; 
action plan establishment of a working group 
Extension of Planning of transport networks (by Work to be initiated in Eastern Mediterranean and 
Trans-European identifying corridors of international interest and on the links between the sub-regions, based on 
Networks the projects to implement these corridors) is CORRIMED, 
taking place for the Med. as a whole (Corrimed 
for Med. Basin PETRA) and with a number of Integration of Cyprus into TINA 
sub-regions (Western Med., Middle East) 
Maritime Creation of a Multi-Annual Rolling Work Implementation of the Work Programme with 
Programme for Maritime Transport in the concrete projects 
Mediterranean 
Maritime safety Dealt with in the framework of the Maritime Work Programme to be transformed into a list of 
Work Programme actions, some to be financed by MEDA 
Air transport Regular contacts between the EC and air Prepare for air transport negotiations with some 
carriers from Mediterranean third countries, key countries. Launching seminars on air transport 
Exchanges of information on aviation matters questions as a first step to reinforcing contacts with air 
carriers and aviation authorities in all partnership 
countries. 
Air Traffic Co-operation launched in the Western Extension of ECAC strategies which concentrates 
Management Mediterranean between Directors General of on increasing airspace and control capacity in Europe 
(ATM) Air Navigation Services on harmonising air and which addresses the issue of consistency 
traffic control across national borders and on between European systems and those based in third 
defining modernisation programmes countries such as the Mediterranean area 
Navigation and Bilateral contacts begun with some of the Defining co-operation arrangements with the 
positioning groups of countries to ensure inter-operability televant Mediterranean region authonties to implement 
network(GNSS) of ground infrastructure a fully inter-operable technical solution 
Rail and Facilitation of CT transport axes between Anticipation of the necessary infrastructure and 
combined transport northern/western Europe and its eastern, fleet technology needs, as well as the modification of 
services southern and south-eastern neighbours. Policy the necessary international and national legal 
reorientation towards multimodal transport frameworks 
technologies for long-distance freight transport 
Transport R&D RETRAMED Committee has established Work Programme to be transformed into a list of 
R&D co-operation priorities, and elaborated actions, consideration of sources of Community 
multi-annual work programme on transport R & funding (including MEDA) for some actions 
D 
Regional Identification of a number of priority Further evaluation of priority projects 
integration in the multimodal corridors, work on the evaluation of 
Western priority projects on these corridors, using 
Mediterranean INFRAMED study; work on transport and 
spatial planning and the environment and on 
R&D 
Regional Conference organised by private sector Begin work on infrastructure networks 
integration in the 
Eastem-Med. 
Regional Work taking place in the 'Peace Process' Further identification / evaluation ot priority 
integration in the framework. Multimodal corridors identified; projects 
Middle East work beginning on the identification of projects 
on these corridors suitable for fast track 
financing 
IX Untess otherwise stated, these actions will be pursued and, where appropriate, intensified. 
21 

ISSN 0254-1475 
COM(98) 7 final 
DOCUMENTS 
EN 07 IO n 
Catalogue number : Cli-CO-W-OOS-l-N-C 
ISBN 92-78-30048-9 
Office for Official Publications of the European Communities 
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