Communication from the Commission to the Council and the European Parliament on the development of a Euro Mediterranean transport network in agreement with Mr Patten
Date: 2003-06-24
Institutions: European Commission
Subjects: Union for the Mediterranean, economic development, trans-European network, transport policy

COMMISSION OF THE EUROPEAN COMMUNITIES

Brussels, 24.6.2003
COM(2003) 376 final

COMMUNICATION FROM THE COMMISSION TO THE COUNCIL AND THE
EUROPEAN PARLIAMENT

on the development of a Euro-Mediterranean transport network

in agreement with Mr Patten

TABLE OF CONTENTS

1.

2.

I.

A.

B.

II.

A.

B.

C.

Introduction.................................................................................................................. 3

Aims of the communication ......................................................................................... 4

The economic and political dimension of the Euro-Mediterranean transport network 4

An economic imperative .............................................................................................. 4

A political priority to be implemented ......................................................................... 6

Creation of the Euro-Mediterranean transport network ............................................... 7

Planning the network and identifying the priority infrastructure projects ................... 8

Funding the network .................................................................................................. 11

Incorporating common transport policy objectives.................................................... 13

Conclusion................................................................................................................................ 17

ANNEX 1................................................................................................................................. 19

ANNEX 2................................................................................................................................. 21

2

1. 

INTRODUCTION

While  the  European  Union  is  preparing  for  an  enlargement  which  will  take  in  ten  new
Member States, the European Commission has started extensive consultations on the future of
the trans-European transport network. This process, which was launched in the framework of
the High-Level Group chaired by Karel Van Miert,1 will culminate towards the end of 2003
with  a  proposal  for  a  revision  of  the  Community  guidelines  for  the  development  of  the
network in the enlarged European Union.2 As a second stage, the Commission will present
a comprehensive communication proposing lines of action to link the main routes of the
trans-European  network  to  the  Union's  neighbouring  countries,  in  particular  those  of
the Mediterranean basin.

The political desire to develop a special relationship of cooperation with the countries of the
Mediterranean  basin  is  not  new,  but  the  specific  issue  of  extending  the  trans-European
network  to  these  countries  is  very  new.  The  pan-European  Conference  in  Crete  (1994)  and
Helsinki (1997) launched and contributed to discussion of the network's external links to the
countries of central and eastern European, but there has been no discussion of links with the
Mediterranean countries.

At the Copenhagen European Council on 12 and 13 December 2002, it was stressed that there
is a need for greater development of cross-border and regional cooperation with neighbouring
countries,  especially  those  of  the  southern  Mediterranean,  and  among  these  countries
themselves  "in  order  to  develop  the  regions'  potential  to  the  full,  inter  alia  by  enhancing
transport infrastructure, including appropriate instruments”. On this basis, the Commission
launched  the  idea  of  a  new  framework  for  links  between  the  EU  and  its  eastern  and
southern neighbours based on the concept of neighbourhood.3 This framework attaches
importance  to  the  development  of  transport  and  energy  infrastructure  between  the
Union and neighbouring countries. With regard to energy, the Commission recently put
forward  proposals 
interconnections  with
neighbouring countries.4

to  strengthen  cooperation 

ties  and 

In  1995,  the  Barcelona  Declaration  attached  emphasis  to  connecting  the  Mediterranean
transport networks and the trans-European network and the development of south-south links.
The  fifth  Conference  of  Euro-Mediterranean  Foreign  Ministers  in  Valencia  on  22  and
23 April 2003  and  the  action  plan  which  it  adopted  reaffirmed  the  priority  of  developing
transport networks and infrastructures in the Mediterranean, in particular interconnections.

1

2

3

4

The main task assigned to the Van Miert Group - which is due to complete its work by mid-2003 - was
to compile a list of the priority projects on the main transport corridors of importance for international
haulage  services  in  the  enlarged  Union.  Interconnection  of  the  networks  in  the  future  Member  States
with the rest of Europe (East-West dimension) and of the networks in the new Member States with each
(North-South dimension) is one of the central points on which the Group has been working.
Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996.
COM (2003)104 final, Wider Europe - Neighbourhood: A new framework for relations with our eastern
and southern neighbours.
COM  (2003)262  final,  13.05.2003,  Communication  from  the  Commission  on  energy  policy  and
neighbouring countries.

3

                                                
It  should  be  noted  that  two  of  the  ten  prospective  Member  States  of  the  European  Union
(Cyprus  and  Malta)  are  Mediterranean  Partners  within  the  meaning  of  the  Barcelona
Declaration,  and  that  Turkey -  also  a  Mediterranean  Partner -  is  a  candidate  country.
Following the strengthening of political, economic and social ties between the two shores
of the Mediterranean through the widening and deepening of the Euro-Mediterranean
Partnership,  it  is  now  essential  to  develop  a  Euro-Mediterranean  transport  network,
with  both  south-south  links  (between  the  Mediterranean  Partners  themselves)  and
north-south links (with the trans-European transport network).

The recent informal meeting of Euro-Mediterranean Foreign Ministers in Crete (26-27 May)
again  stressed  the  need  to  develop  transport  infrastructure  in  the  Mediterranean  Partner
countries,  and  the  sixth  Conference  of  Foreign  Ministers  of  the  Euro-Mediterranean
Partnership (Barcelona VI) is due to be held in Naples at the end of the year (2-3 December).
Against  this  background,  the  Greek  and  Italian  Presidencies  of  the  Union  are  providing  an
opportunity  to  give  special  consideration  to  the  Euro-Mediterranean  transport  network  in
order to contribute to discussion of the external dimension of the trans-European network.

2. 

AIMS OF THE COMMUNICATION

The concept of  the Euro-Mediterranean transport  network  has  so  far  not  progressed  beyond
declarations of intent.

This  Communication  is  intended  to  develop  the  concept  by  defining  more  coherently  the
challenges  and  features  of  the  network  and  considering  the  constraints  which  development
entails, including concerns about safety, security and funding.

Building  on  this,  the  Commission  plans  to  give  a  major  boost  to  the  development  of  the
network  and  alert  the  players  concerned,  both  public  and  private,  to  the  need  for  active
support and greater cooperation in this field.

To this end, the Communication will initially outline the economic and political dimension of
the  Euro-Mediterranean  transport  network  (I),  and  then  go  on  to  analyse  the  essential
requirements and objectives for its creation (II).

*

*

*

I.

The  economic  and  political  dimension  of  the  Euro-Mediterranean  transport
network

A.

AN ECONOMIC IMPERATIVE

A  few  key  figures5  illustrate  the  importance  of  the  transport  sector  for  the  Mediterranean
Partners  and  for  Euro-Mediterranean  links  (see  Annex 2:  key  figures  for  Mediterranean
transport):

5

Source: Eurostat, series Statistics in Brief, Theme 7, 10/2002, Transport by air in the MED countries,
1998-2000 and 9/2002, Maritime transport in the MED countries, 2000. These publications are based on
the Med-Trans project data. All of the data are available in Eurostat's New Cronos database.

4

                                                
1.

Trade

Nearly 500 million tonnes of goods passed through the Mediterranean Partners' ports in 2000,
an  increase  of  12.8%  compared  with  1998.  Goods  traffic  was  well  in  excess  of  11 million
tonnes  in  each  of  the  main  15  ports  (e.g.  Béthouia  (Algeria):  36.4  million  tonnes;  Izmit
(Turkey):  31.4  millions  tonnes;  Alexandria  (Egypt):  28.4  million  tonnes).  With  about
150 million tonnes of traffic, Turkish ports account for almost one third of the Mediterranean
Partners' maritime trade, followed by Algeria (100 million), Egypt (55 million) and Morocco
(53  million).  These  volumes  are  close  to  those  in  some  EU  countries,  such  as  Denmark,
Finland  and  Portugal,  which  had  figures  of  97 million,  81 million  and  56 million  tonnes
respectively in 2000.

The European Union is also by far the most important maritime partner for a large number of
Mediterranean Partners, in particular the Maghreb, and maritime transport accounts for most
of  the  trade  between  the  two  shores  of  the  Mediterranean.  In  2000,  the  EU  exported  or
imported virtually 146 million tonnes of goods by sea to or from the Mediterranean Partners,
i.e. nearly 74% (by tonnage) of all trade.

2.

The development of tourism

With 54 main airports (those with more than 100 000 passengers  a  year), the Mediterranean
Partners handled a total of more than 100 million passenger arrivals and departures in 2000, a
rise of 14% since 1998. Much of the business in these countries is dependent on tourism. With
almost 15 million passengers in 2000, Istanbul/Ataturk airport (Turkey) was by far the busiest
airport  of  the  EU  candidate  countries,  and  airports  such  as  Cairo  or  Tel Aviv  handle  more
passengers each year than the main candidate countries.

For  air  travel,  the  EU  is  by  far  the  most  important  partner  for  most  of  the  Mediterranean
Partners.  Even  where  it  ranks  second  after  the  Near  and  Middle  East,  the  EU  accounts  for
nearly a quarter of all air passenger traffic.

While  expansion  of  the  cruise  industry  and  ferry  traffic  is  important  for  the  islands  and  for
some Mediterranean countries, most tourists visiting the Mediterranean Partners travel by air.
Tourist numbers to the Mediterranean Partners grew by an annual average of 8.3% during the
period 1998-2000, from about 28.7 million in 1998 to over 33.6 million in 2000. Peaking at
about 80% in the case of Malta and Cyprus, the EU accounted for well over 40% of tourists in
2000 in five of the other Mediterranean Partners (Tunisia, Morocco, Egypt, Israel, Turkey).

The  carriage  of  passengers  by  sea  is  mainly  confined  to  Egypt,  the  Maghreb  and  Turkey,
though  the  cruise  industry  is  expanding  in  the  Mediterranean  basin  and  is  important  for
countries such as Cyprus and Malta, as well as for other tourist destinations.

Since  the  events  of  11 September 2001,  tourism  in  the  Mediterranean  countries,  especially
Egypt,  Israel,  Jordan,  Syria  and  Turkey,  has  declined  sharply.  This  is  a  matter  of  particular
concern  as  tourism  accounts  for  a  large  share  of  the  GDP  of  most  of  these  countries  and
brings in a considerable amount of foreign currency.

3.

The need to rebalance transport flows

Most  of  the  main  international  flows  across  the  Union  are  concentrated  on  the  North  Sea
ports.  This  polarisation  concentrates  flows  on  a  few  north-south  corridors  and  increases  the
problems  of  congestion  in  the  Union's  main  transit  countries  while  failing  to  serve  certain
isolated  remote  areas  in  southern  Europe.  To  achieve  sustainable  development  of  transport

5

and  encourage  an  improved  territorial  distribution  of  flows,  it  will  be  necessary  to  develop
new hubs in the south of the Union to attract maritime traffic with a high growth potential via
the Suez Canal from Asia. From this angle, the development of Motorways of the Sea must be
a matter of priority. The White Paper on European transport policy6 stresses the importance of
Motorways  of  the  Sea  to  relieve  congestion  on  the  roads  and  help  restore  balance  between
transport flows and modes.

B.

A POLITICAL PRIORITY TO BE IMPLEMENTED

The need to link the European Union to the Mediterranean Partner countries by means
of  efficient  networks  and  a  high-performance  transport  system  is  not  a  totally  new
priority.7 However, it has taken on greater urgency in view of the imminent prospect of
enlargement, the development of the Euro-Mediterranean partnership, and discussions
within the EU on the future of the trans-European transport network.

The  Mediterranean  partners  need  to  be  able  to  benefit  from  an  enlarged  European  Union,
while  the  Union  needs  a  stable  and  prosperous  area8  on  its  southern  and  eastern  fringes.
Modern,  efficient  transport  networks  are  essential  for  the  proper  functioning  of  the
Euro-Mediterranean  free  trade  area  which  is  due  to  be  created  by  2010,  and  are  a  powerful
factor in regional and subregional integration between the Mediterranean Partners.

The Mediterranean region's investment needs in this sector are very substantial and are likely
to  increase  considerably  over  the  next  few  decades  due  to  demographic  changes,  greater
mobility and the demand for transport which will result from increasing Euro-Mediterranean
trade and economic and social development.

Furthermore, new needs and constraints have come to the fore in recent years which directly
affect the Mediterranean transport sector. These concern the development of tourism, safety
and  security  concerns  linked  to  the  risks  involved  in  shipping  oil  and  gas,  international
terrorism, and the  growing  importance  of  the  Mediterranean  as  a  transit  area,  in  particular
owing to increased traffic from Asia.

As  far  as  recent  developments  are  concerned,  there  have  also  been  international  trade
negotiations  to  further  open  up  the  transport  markets.  All  the  advanced  economies
operate  with  a  multitude  of  reliable  and  competitive  transport  networks  which  encourage
international trade links and provide the foundations for economic growth. In the framework
of  the  multilateral  WTO  negotiations  (GATS),  the  European  Union  is  actively  fighting  for
adequate access for transport operators to the market and for a satisfactory supply and choice
of operators for transport service users. The EU also encourages its trade partners to commit
themselves  to  opening  up  their  transport  markets  in  the  regional  and  bilateral  context.
Networks  can  also  demand  market  access  commitments  which  go  beyond  the  basic  traffic
rights  for  the  main  transport  modes  (e.g.  the  opening  up  of  groundhandling  services  at
airports, the opening up of container terminals in ports to competition). The EU will continue

6

7

8

COM (2001) 370, 12.09.2001, European transport policy for 2010: time to decide.
See  Barcelona  Declaration;  Communications  from  the  Commission:  Reinvigorating  the  Barcelona
Process,  COM  (2000)  497  final,  and  Enhancing  Euro-Mediterranean  cooperation  on  transport  and
energy, COM (2001) 126 final.
The establishment of a shared area of prosperity is the final objective of the economic and financial part
of the Barcelona Process.

6

                                                
to  apply  pressure  within  the  WTO  to  open  up  transport  markets  and  to  encourage  the
Mediterranean Partners to take part in these negotiations.

The transport network on the southern and eastern shores of the Mediterranean is vulnerable
because of insufficient interconnection (in particular inland), the lack of traffic management
facilities,  the  still  incomplete  opening  up  of  transport  markets,  and  the  weakness  of
subregional cooperation. This is a major obstacle to investment in the region and to regional
economic and social development and threatens the proper functioning of the future free trade
area with the European Union. Boosting subregional cooperation would obviously enable
greater  use  to  be  made  of  complementarity  and  would  help  to  integrate  the  markets,
thereby  making  it  easier  to  establish  and  operate  a  Euro-Mediterranean  transport
network.

The different situations in each of the Mediterranean Partners and the self-contained nature of
the markets in the region are a major obstacle to the development of the Euro-Mediterranean
network.  The  creation  of  such  a  network  would  significantly  boost  south-south  integration,
which is essential to create an enlarged market with the potential to attract direct investment.
Right now, despite strong growth in south-south trade between the Mediterranean partners in
recent  years,  this  trade  accounts  for  only  about  5%  of  their  total  trade.9  Subregional
cooperation  in  such  a  critical  area  as  transport,  in  particular  at  the  Maghreb  and
Mashrek level, would clearly enable greater use to be made of complementarity within
these subregions, economies of scale to be made and the partitions between markets to
be removed in order to achieve a critical size for investment. Subregional integration also
has  the  advantage  of  enabling  countries  to  be  treated  differently  in  the  framework  of  the
regional part of the MEDA programme.

A  number  of  subregional  cooperation  bodies  (and  processes)  already  exist10  -  notably  the
Transport Ministers Group of the Western Mediterranean, the Arab Maghreb Union, and the
Agadir Process - on the basis of which specific cooperation in the field of transport could be
developed or is in the process  of being  developed. The Commission intends  to encourage
and support these basic initiatives for the comprehensive economic development of the
region both politically and financially.

II.

Creation of the Euro-Mediterranean transport network

Economic and political data clearly underscore the priority which must be given to developing
the Euro-Mediterranean transport network. To make this network a reality, it is necessary to
plan  the  network  and  to  identify  the  priority  infrastructure  projects  (II.A),  to  make  the

9

10

Source: the abovementioned FEMISE report.
Set up in 1989, the AMU is a general subregional cooperation framework. The European Commission
calls  for  it  to  be  strengthened  and  for  the  setting  up,  under  its  aegis,  of  concrete  cooperation
arrangements, in particular in the fields of transport and energy (see the speech given by President Prodi
to the Algerian National Assembly and Senate on 31 March 2003).
The  Agadir  Process  represents  the  formal  commitment  by  Tunisia,  Morocco,  Egypt  and  Jordan  to
establish a free trade area between these countries. The Agadir Agreement was initialled in Amman on
11  January  2003  by  the  Ministers  of  Trade  of  the  countries  concerned.  It  must  now  be  ratified  in
accordance with the internal procedures in each of the countries which are part of the Agreement.
The GTMO was set up in 1995, bringing together Algeria, Spain, France, Italy, Morocco, Portugal and
Tunisia. The GTMO is a member of the Euro-Mediterranean Transport Forum and is responsible for the
considerable  progress  which  has  been  made  on  subregional  cooperation  on  transport  in  the  Western
Mediterranean. There is no equivalent structure at the moment for the Eastern Mediterranean.

7

                                                
necessary funding available (II.B), and to incorporate common transport policy objectives into
the plan (II.C).

A.

PLANNING  THE  NETWORK  AND  IDENTIFYING  THE  PRIORITY  INFRASTRUCTURE
PROJECTS

importance  of  such  action,  conducted  within 

The  main 
the
Euro-Mediterranean Transport Forum,11 would be to promote a comprehensive and coherent
approach to the network and to facilitate the mobilisation of capital from public and private
donors for projects identified as priorities.

framework  of 

the 

The  process  of  planning  the  network  and  identifying  priority  projects  was  recently
launched in the framework of the MEDA programme (see Annex 1). An initial outline of
the network will be presented around the middle of 2004.12 Network identification is due
to be completed in 2006. To give the network the necessary political legitimacy, the list
of priority projects must be approved in due course by the Transport Ministers of all the
Euro-Mediterranean  Partners.  A  Euro-Mediterranean  Conference  of  Transport
Ministers,  like  that  recently  held  under  the  Greek  Presidency  in  the  energy  sector
(Athens,  21  May  2003),  must  therefore  be  envisaged  in  the  framework  of  one  of  the
forthcoming  Presidencies  of  the  Union.  The  Commission  will  apply  the  conclusions
drawn from this exercise to its review of the guidelines for the trans-European transport
network,13  which  is  aimed  at  improving  links  with  the  networks  of  the  Mediterranean
Partners,  and  of  the  financial  instruments  at  its  disposal,  in  particular  the  MEDA
programme  and  the  INTERREG  interregional  cooperation  programmes  involving  the
Mediterranean partners.14

(cid:1)  A well-proven methodology: an analysis based on corridors

Given the budgetary constraints, the Euro-Mediterranean transport network must be focused
on the financial resources which are available for genuine priority infrastructure projects. It s
therefore  essential  to  adopt  a  coherent  approach  to  the  planning  of  the  network  based  on
corridors to enable priorities to be set in the right order.

The  European  Union  has  proven  experience  in  this  respect  in  the  framework  of  the
trans-European  network.  Whilst  bearing  the  specific  political,  economic  and  budgetary
situation  of  the  Mediterranean  Partners  in  mind,  this  methodology  could  be  applied  to  the
Mediterranean region. Like the exercise recently carried out for the Balkans15 and before that

11

12

13

14

15

The  Euro-Mediterranean  Transport  Forum  was  set  up  in  1998  and  is  the  reference  forum  for  the
development  of  regional  cooperation  in  the  transport  sector.  Organised  and  chaired  by  the  European
Commission, it is made up of senior transport officials from the Member States of the European Union
and the Mediterranean Partners.
Two  feasibility  studies  (one  for  the  Maghreb,  the  other  for  the  Mashrek)  on  large-scale  regional
infrastructure  projects  agreed  with  the  Mediterranean  Partners  will  be  launched  in  2003  in  the
framework of this exercise..
See the above Decision 1692/96/EC of 23 July 1996.
INTERED A programmes 2000-2006 Spain/Morocco, III B MEDOC and ARCHIMED
See  "Transport  and  energy  infrastructure  in  south-eastern  Europe",  a  Commission  strategy  document
approved  by  the  Regional  Conference  for  South-Eastern  Europe  held  in  Bucharest  on  25-26  October
2001.  A  Transport  Infrastructure  Regional  Study  (TIRS)  was  also  carried  out  and  completed  in  June
2002 by the French Development Agency under the aegis of the European Commission, the EIB and the
European  Conference  of  Transport  Ministers  (ECTM).  The  TIRS  study  will  be  supplemented  and
extended in 2003 by the Regional Balkans Infrastructure Study (REBIS).

8

                                                
for  the  candidate  countries  (TINA16  study,  on  which  the  Van  Miert  Group  will  base  its
proposals for the trans-European transport network in the enlarged Union), the aim should be
to carry out a survey of the state of the transport infrastructure network in the Mediterranean
and, after identifying a number of corridors, to select certain transport infrastructure projects
which the Euro-Mediterranean partners agree are of major regional importance.

As  in  existing  general  studies17  and  feasibility  studies  concerned  with  particular  projects,
projects would therefore be identified and put in order of importance after an analysis based
on  corridors.  This  method  proved  its  value  in  the  central  and  eastern  European  countries
following  the  Crete  and  Helsinki  Conferences.  This  analysis  would  add  to  work  already
planned  in  the  framework  of  the  pan-European  transport  areas  (PETRA),  which  were
designed at those Conferences.

Development of the following multimodal corridors18 is likely to promote regional integration
and  coherence  between  the  networks  of  the  Mediterranean  Partners  and  the  trans-European
network:

–  The  trans-Mahgreb  multimodal  corridor,  which  has  a  railway  component  (the  trans-
Mahgreb  train)  and  a  motorway  component  (the  AMU  motorway).  This  links  the  main
towns in Morocco, Algeria and Tunisia, and has potential for maritime and air links to the
main economic centres on the northern shore of the Mediterranean basin (the Latin Arc);

–  The double corridor of the eastern Mediterranean, which lies on the natural trade route
between the European Union, the Balkans and the countries of the eastern Mediterranean.
It is made up of the road and rail routes which serve the region's main ports and airports.
The  corridor  starts  in  Bulgaria,  crosses  Turkey  and  then  divides  into  two  branches,  one
along  the  coast  to  Syria,  Libya,  Israel  and  Egypt,  and  the  other  through  the  Syrian  and
Jordanian plateaux.

In  view  of  the  importance  of  the  environmental  aspects,  the  Commission  will  keep  a  close
watch to ensure that the Community legislation in force on environmental protection19 is duly
applied in this context.

(cid:1)  A  network  reflecting  the  specific  characteristics  of  the  Mediterranean  basin:

multimodal with maritime and air links predominating

Most  of  the  foreign  trade  between  the  EU  and  the  Mediterranean  partners  is  by  sea  and  air
(see Annex 2).

When  planning  the  network,  importance  will  therefore  be  attached  to  shipping  and  air
transport  services,  given  their  key  role  in  a  transport  system  which  will  encompass  an
enclosed sea, and to the inland links which are essential for the development of south-south
trade.  Multimodal  platforms  (links  between  ports  and  airports  and  the  hinterland)  will
therefore be very important.

16

17

18

19

TINA: Transport Infrastructure Network Assessment.
CORRIMED, INFRAMED, REDWEG (studies cofinanced by the European Commission in 1997).
See the abovementioned CORRIMED study.

Directive  2001/42/EC  of  the  European  Parliament  and  of  the  Council  of  27  June  2001  on  the
assessment of the effects of certain plans and programmes on the environment; Directive 92/43/EEC of
21 May 1992 on the conservation of natural habitats and of wild fauna and flora; Council 79/409/EEC
on the conservation of wild birds

9

                                                
Short-sea  shipping  is  particularly  important  in  the  Mediterranean  given  the  distances
involved and that, in some cases, practicable inland links are non-existent. The Mediterranean
Partners have some 58 major ports, which handle more than a million tonnes of goods a year.

Short-sea  shipping  was  recently  the  subject  of  a  specific  informal  EU  Transport  Council
meeting held in Gijón on 31 May and 1 June 2002. At the meeting, Ministers noted that there
was a political desire to cooperate on the creation of Motorways of the Sea in the framework
of  the  trans-European  transport  network,  as  well  as  at  regional  and  cross-border  level,  by
connecting the corridors and shorelines of the Member States and their immediate neighbours.
To  this  end,  the  Ministers  stressed  the  need  for  the  intermodality  of  short-sea  shipping,  in
particular  the  interconnection  and  interoperability  of  the  maritime  and  inland  transport
networks (inland including roads, railways and inland waterways).

The  Mediterranean  basin  is  clearly  a  priority  area  for  the  development  of  such
Motorways of the Sea, which would be a key part of the Euro-Mediterranean transport
network.  In  the  framework  of  the  review  of  the  Community  guidelines  for  the  trans-
European  network  launched  by  the  Van  Miert  Group,  priority  could  conceivably  be
given to several Motorways of the Sea in the Mediterranean linking Malta and Cyprus
to  the  rest  of  the  European  Union  and  to  the  southern  and  eastern  shores  of  the
Mediterranean. A motorway of the sea linking northern Greece to south-eastern Turkey
and  the  Middle  East  and  serving  the  Balkans  region  and  Cyprus  could  also  be
considered.

Along with the  need for national action by  the Mediterranean Partners to promote short-sea
shipping, the EU has a role to play, in particular through the MEDA programme, in boosting
its  development  in  the  Mediterranean  Partner  countries.  It  should  also  be  stressed  that
companies in the Mediterranean Partner countries will be able to participate in pilot projects
under the future Marco Polo programme.20

To  promote  the  establishment  of  Motorways  of  the  Sea  in  the  Mediterranean  basin,
consideration  could  also  be  given  to  organising  joint  calls  for  tenders  between  the  Member
States and the Mediterranean Partners, funded by the Community, for the development of new
maritime  links  between  the  Union  and  its  neighbours  in  the  southern  and  eastern
Mediterranean.  In  this  context,  it  seems  necessary  to  promote  the  use  of  ships  which  are
specially  adapted  for short-sea shipping and are equipped to provide  connections  with land-
based  networks.  The  expertise  of  European  and  other  shipbuilders  would  be  useful  in
achieving this objective.

In  the  air  transport  sector,  one  important  aim  should  be  to  increase  airport  capacity,  in
particular at secondary airports, to develop the point-to-point air travel which is essential for
tourism, and to integrate air traffic management systems in the light of the progress made in
creating  a  single  European  sky.  Some  Mediterranean  Partners  are  already  members  of
Eurocontrol  or  have  a  bilateral  cooperation  agreement,  which  could  boost  cooperation  on
interoperability. These coordination efforts could also be strengthened by means of a strategy
for  the  liberalisation  of  air  transport  services  at  regional  level,  possibly  based  on  a  request
from these countries for the conclusion of an open sky agreement with the Union.

20

COM(2002)54, under discussion in Parliament and the Council. The future Marco Polo programme is
intended to encourage intermodal initiatives, in particular those involving short-sea shipping.

10

                                                
With  regard  to  rail  transport,  even  though  links  between  the  Mediterranean  Partners  are
virtually non-existent, particular attention should be paid to developing these links within the
region to facilitate south-south trade  and  intermodality,  and  to  reduce  CO2  emissions.  Such
projects could be introduced in the Maghreb and, possibly, if peace is achieved in the Middle
East, in the Mashrek region.

B.

FUNDING THE NETWORK

Investment  in  the  Mediterranean  Partner  countries  has  recently  been  characterised  by
stagnation  and  insufficient  flows  of  private  investment  (nearly  4.5 billion  euros  over  the
period  1995-2000).21  This  has  an  adverse  impact  on  the  funding  of  transport  infrastructure,
whether  in  terms  of  upgrading  or  the  construction  of  new  infrastructure.  It  is  clear  in  this
respect that the opening up of transport markets and, more generally, reforms geared towards
making transport links easier are likely to have a positive impact on private investment. At the
same time, public funding, including funding available at EU level, especially EIB funding,
will continue to play an important role in the field of infrastructure in view of the level of the
investments to  be  made.  We  must  therefore  consider  how  best  to  mobilise  and  combine
these  sources  of  funding.  The  Commission  has  made  recommendations  EU  level  on  this
essential  area  with  a  view  to  verification  of  the  current  arrangements  for  funding  the  trans-
European transport network and promotion of the use of public-private partnerships (PPPs).22

These efforts are of some importance in the Euro-Mediterranean framework, in particular as
regards the criteria which are considered essential partnerships between the public and private
sector to be successful. These criteria include the need to have:

i)

ii)

iii)

iv)

v)

a  clearly  defined  project  representing  a  priority  endorsed  at  the  highest  political
level;

a fair spread of risks between the private and public sectors, especially political and
exchange risks in the case of the Mediterranean Partners;

greater transparency on the part of government authorities as regards their financial
and political obligations;

a  clearly  defined  mandate  to  carry  out  the  project,  which  requires  stable  terms  for
implementing the project and a stable environment over the long term;

the need for a transparent legal framework and appropriate charging policies.23

A public-private partnership is a suitable way of funding roads, motorways, airports and ports.
For the rail sector and certain complex major projects, these arrangements will only attract a

21

22

23

See FEMISE Report on the development of the structure of trade and investment between the EU and
the Mediterranean Partners, March 2002.
See  COM(2003)132  final,  23.04.2003:  Communication  from  the  Commission -  Developing  the
trans-European  transport  network:  Innovative  funding  solutions -  Interoperability  of  electronic  toll
collection systems.
In  its  Communication  COM(2003)132  final,  the  Commission  proposes  the  introduction  of  legal  and
financial management structures based on the model of a European company. These structures, which
could  be  created  specifically  for  each  transnational  project,  will  contribute  to  transparency  and
coordination, and would allow for the simplification of administrative formalities, reduce general costs
and achieve economies of scale.

11

                                                
limited share of private capital, but are of interest all the same. They allow for better cost and
risk  management  by  requiring  greater  transparency  on  the  part  of  the  contracting  public
authorities.  Since  a  PPP  nearly  always  requires  a  massive  injection  of  public  money  in  the
form of subsidies or guarantees, this contribution needs to be guaranteed and optimised. This
applies to public funding from the Mediterranean Partners, international public funding, and
public funding available in the framework of the EU, in particular the MEDA funds, and loans
from the European Investment Bank, which are likely, at different levels, to act as a catalyst
for the contribution of private funds.

Against this background, the European Commission and the European Investment Bank have
established  close  cooperative  links  in  order  to  ensure  synergy  between  their  respective
actions. This cooperation was recently extended further with the creation of the new Facility
for  Euro-Mediterranean  Investment  and  Partnership  (FEMIP)  within  the  EIB.  This
Facility, which was adopted by the Barcelona European Council in March 2002 and approved
by  the  Euro-Mediterranean  Ministerial  Conference  in  Valencia,  was  officially  launched  on
18 October  2002  and  will  lead  to  a  gradual  increase  in  EIB  funding  for  the  Mediterranean
countries of 1.4 to 2 billion euros by 2006. Benefiting from the EIB's long experience in the
Mediterranean.24  The  new  Facility  is  designed  to  give  priority  to  private  sector  investments
and  to  regional  projects  which  emerge  from  south-south  cooperation,  in  particular
interconnection projects in the transport sector. The Commission is a member of the Facility's
Committee for Coordination and Economic Dialogue, while the EIB is closely involved in the
work of the Euro-Mediterranean Transport Forum. These mechanisms should make it possible
to  ensure  the  best  possible  combination  of  support  from  the  Commission  (MEDA)  and  the
Bank (loans/Facility). It is in particular essential that loans granted by the EIB take full
account  of  the  priorities  established  in  the  framework  of  the  network.  With  regard  to
MEDA  funds,  each  country  concerned  must  give  the  adequate  priority  to  transport  in
the multiannual bilateral programming established together with the Commission.

This  kind  of  cooperation  with  the  Member  States,  and  with  other  lenders  operating  in  the
region (in particular the World Bank and the regional development banks), is also desirable,
as can be seen from recent experience with the candidate countries and the Balkans region.

Beyond  ad  hoc  cooperation  arrangements,  the  need  for  greater  coordination  of  the  funds
available at the Euro-Mediterranean level raises the question of whether it would be advisable
to establish an appropriate structure with responsibility for examining the technical and
financial  maturity  of  the  major  infrastructure  projects,  their  financial  arrangements
and  network  promotion.  The  existence  of  such  an  operator,  as  mentioned  by  the
Commission  in  the  framework  of  the  trans-European  transport  network,25  could  provide  a
major stimulus for the creation of the network.

Furthermore,  as  part  of  the  follow  up  to  its  recent  Communication  Wider  Europe -
Neighbourhood: A new framework for relations with our eastern and southern neighbours,26
and  in  conformity  with  the  conclusions  of  the  Council  on  an  enlarged  Europe,27  the
Commission will present a Communication on a new proximity instrument which will focus
on  cross-border  issues  and  encourage  regional  and  subregional  cooperation  as  well  as

24

25

26

27

Since  1992,  the  EIB  has  invested  just  over  10 billion  euros  in  the  Mediterranean  Partners,  including
more  than  6 billion  in  the  field  of  economic  development  infrastructures,  especially  transport  and
energy.
COM(2003)132 final.
COM(2003)104 final, 11 March 2003.
See Council conclusions of 16 June 2003.

12

                                                
sustainable  development.  This  new  instrument  could  contribute  to  he  promotion  of
infrastructure  networks,  in  particular  for  transport  and  energy.  Such  an  approach  would  be
particularly relevant for the countries on the southern shore of the Mediterranean.

Lastly,  even  if  projects  are  economically  viable,  private  investors  are  often  faced  with  the
problem of covering risks, including non-commercial risks. The thinking recently started by
the  Commission28  on  the  granting  of  Community  loan  guarantees  to  cover  such  risks  for
major  infrastructure  projects  in  the  trans-European  transport  network  and  could  prompt  a
similar discussion as regards the Euro-Mediterranean level.

C.

INCORPORATING COMMON TRANSPORT POLICY OBJECTIVES

The  physical  creation  of  a  Euro-Mediterranean  transport  network  cannot  be  an  end  in  itself
and the network will only be really justified if it incorporates a number of essential common
transport policy objectives.

(cid:1)  Maritime  safety:  avoiding  another  “Erika”  or  “Prestige” 

incident 

in 

the

Mediterranean at all costs

As regards the shipping of oil in the Mediterranean, it is useful to point out that seaborne
trade  in  petroleum  products  and  derivatives  between  the  EU  and  the  twelve  Mediterranean
Partners (imports/exports) amounted to about 63 million tonnes in 2001.29 If, more generally,
all petroleum products and derivatives which pass in transit through the Euro-Mediterranean
region are included, the figure rises to 395 million tonnes which are carried by some 800 oil
tankers30 that constantly ply the Mediterranean. This is very dense traffic in an area which is
particularly sensitive from the environmental viewpoint. The recent sinking of the Prestige off
the  coast  of  Galicia,  coming  less  than  three  years  after  the  sinking  of  the  Erika,  raises  the
spectre  of  a  similar  disaster  occurring  in  the  Mediterranean,  the  impact  of  which  would  be
even more disastrous.

The  European  Commission  reacted  immediately  to  this  latest  marine  pollution  accident  by
proposing  the  swift  application  of  the  "Erika  packages",  a  number  of  additional  initiatives
concerned  more  especially  with  the  problems  raised  by  the  shipping  of  highly  polluting
products  such  as  fuel  oil,  and  closer  co-ordination  within  the  International  Maritime
Organisation.31  It 
is  essential  that  these  proposals  be  extended  to  cover  the
Euro-Mediterranean  area  in  order  to  learn  all  the  possible  lessons  from  the  recent
disasters. This will necessitate the approximation, and due course the harmonisation, of
the  laws  of  the  Mediterranean  Partners  with  Community  rules  and  international
legislation.

At  the  bilateral  level,  efforts  must  be  taken  to  ensure  that  maritime  safety  is  discussed  in
greater  depth  in  the  framework  of  the  Euro-Mediterranean  Association  Agreements.  The
setting  up  of  subcommittees  on  matters  relating  to  transport,  energy  and  the  environment
within each of the Association Councils should contribute to this process.

28

29

30

31

COM (2003) 132 final
Eurostat. Medstat Programme.
Study carried out by BEICIP in the framework of the MEDA Project on support for ad hoc groups of
the Euro-Mediterranean Energy Forum.
COM(2002)681  final,  3.12.2002:  Communication  from  the  Commission  to  the  European  Parliament
and to the Council on improving safety at sea in the wake of the Prestige accident.

13

                                                
At the regional level, the reference body is the Euro-Mediterranean Transport Forum. In this
framework, the EU and the Mediterranean partners discuss and jointly adopt the principles of
and  arrangements  for  cooperation  in  the  field  of  maritime  safety  in  line  with  the  Erika
packages  and  "Prestige"  measures.32  This  process,  which  was  launched  two  years  ago,  will
culminate  at  the  end  of  2003  in  a  new  regional  project  in  the  framework  of  the  MEDA
Programme.

The  regional  project  now  being  prepared  will  focus  on  the  main  measures  contained  in  the
Erika  I  and  II  packages,  supplemented  by  the  Commission's  recent  proposals:  the  proper
exercise of powers by  the flag State,  monitoring  the  performance  of  classification  societies,
the monitoring  and  surveillance  of  traffic  (a  Mediterranean  VTMIS,  port  State  inspections),
protection  of  the  environment,  training  for  maritime  authorities  and  seafarers,  and  the
safety/security  of  vessels  and  port  installations  in  the  Mediterranean  region.  Such  a  project
should be coordinated with the main players in the sector at international and regional level
(IMO, REMPEC33), and with the other activities developed in the framework of cooperation
in  the  justice,  immigration  and  customs  sectors.  In  the  medium  term  the  Mediterranean
Partners wishing to do so could conceivably also become associate members of the European
Maritime  Safety  Agency  which  has  recently  been  established  by  the  Commission.  In
particular, the Agency could help these countries to train inspectors in the  field of maritime
safety.

In  addition,  the  question  of  coordination  and  the  exchange  of  information  between  the
Mediterranean  Memorandum  on  Port  Controls34  and  the  Paris  Memorandum  should  also  be
tackled in future in the framework of the Euro-Mediterranean Transport Forum.

Lastly,  as  recently  emphasised  in  the  Ministerial  Declaration  of  the  Euro-Mediterranean
Energy Forum adopted by the Euro-Mediterranean Energy Ministers meeting in Athens on 21
May 2003, in view of the particular sensitivity and vulnerability of the Mediterranean for this
type  of  transportation,  it  is  important  to  consider  the  advisability  of  reducing  the  seaborne
trade  in  oil  through  the  Mediterranean  by  developing  oil  pipelines,  provided  they  can  be
shown to be technically, economically and environmentally feasible. In this context, it is also
recommended promoting the use of double-hull tankers for the shipping of oil and petroleum
products.

(cid:1)  Air transport: promoting a Euro-Mediterranean airspace

The problem of the division of European and Mediterranean airspace into sectors and the use
of different operational methods and rules in these sectors is given additional prominence by
the geographical proximity of the EU  and  the  Mediterranean  Partners  to  each  other  and  the
density of passenger traffic between the them, in particular due to tourism and the mobility of
immigrant populations. As in the maritime transport sector, convergence between the laws of

32

33

34

See  COM(2002)681  final.  These  proposals  concern  banning  the  shipping  of  heavy  fuel  oil  by
single-hull  oil  tankers,  the  introduction  of  criminal  penalties  for  those  responsible  for  pollution
accidents  resulting  from  gross  negligence,  the  establishment  of  a  Community  system  of  approval  for
certificates of competency for seafarers issued outside the EU, strengthening the system of reporting by
port pilots, and enhanced protective measures for coastal waters, in particular territorial waters and the
exclusive economic area.
Regional Marine Pollution Emergency Response Centre for the Mediterranean Sea, based in Malta.
The Mediterranean MoU was signed in 1997 by all the Mediterranean Partners. Its secretariat is based
at  Casablanca.  The  accession  of  Malta  and  Cyprus  to  the  EU  will  provide  a  strong  link  between  the
Mediterranean  MoU  and  the  Paris  Memorandum  with  the  prospect  of  a  safer  and  cleaner
Mediterranean.

14

                                                
the  Mediterranean  Partners  in  the  air  transport  sector  and  the  Community  rules  is  therefore
essential.

The introduction of stringent air safety legislation is an essential step in this process. It is
important to emphasise that the European Union has established a European Aviation Safety
Agency.  As  in  the  maritime  sector,  the  Mediterranean  partners  wishing  to  do  so  could
conceivably participate in the Aviation Safety Agency.

With regard to the rules on market access, some Mediterranean Partners have informed
the  Commission  that  they  wish  to  conclude  an  "open  sky"  agreement  with  the  Union
aimed  at  the  mutual  opening  up  of  markets.  Morocco  first  expressed  its  interest  in  such
agreements  in  1998.  Recently,  Libya  expressed  its  interest  in  such  an  agreement.  Since  the
"Open sky" judgements of the Court of Justice of the European Communities of 5 November
2002,  the  situation  has  become  clearer,  and  it  has  been  recognised  that  the  Community  has
competence  to  conclude  such  agreements  with  third  parties.  In  November  2002,  the
Commission  adopted  a  Communication  in  which  it  draws  conclusions  from  the  Court's
judgment  in  respect  of  the  Union's  international  relations.  On  26  February 2003,  the
Communication was supplemented by a proposal for measures to create a legal framework for
all bilateral relations between the European Union and the rest of the world in the field of air
transport.35 The Commission is therefore likely to ask the Council of Ministers of the Union
for  a  negotiating  brief  on  the  conclusion  of  agreements  with  the  Mediterranean  Partners  on
reciprocal access to the market in air transport services. The Commission in principle supports
this prospect and has already started exploratory talks on the subject with Morocco. However,
although  a  bilateral  approach  is  still  possible  at  the  present  time,  the  Commission  would  in
time prefer to give priority to a regional, or subregional, approach to guarantee the coherence
of commitments in this area and to promote a genuine Euro-Mediterranean airspace.

With  regard  to  air  traffic  management,  the  European  Union  recently  started  work  on  the
creation  of  a  Single  European  Sky.  The  aim  is  to  achieve  an  integrated,  joint  form  of
management  of  airspace  based  on  a  harmonised  regulatory  framework  which  should  apply
from the end of 2004. It is clear that the Single European Sky must be created in tandem
with the Mediterranean Partners.

(cid:1)  Security  of  shipping  and  aviation:  working  on  common,  legally  binding  rules  to

combat international terrorism more effectively

The safety of shipping and aviation has always been of concern to the Union. However, this
subject has taken on renewed importance since 11 September 2001 which showed the scale of
the terrorist threat. Any aircraft or ship can be deliberately used as a weapon or a vector for a
weapon  of  mass  destruction.  In  the  light  of  the  events  of  11 September,  it  was  therefore
decided to formulate a security policy  for the Union based on Community legal instruments
and cooperation mechanisms.

In the aviation sector, the European Union recently adopted a Regulation on aviation security
which  lays  down  minimum  standards  to  be  observed,  establishes  national  security

35

Communication  from  the  Commission  on  the  consequences  of 
judgments  of  5
November 2002  for  European  air  transport  policy  COM/2002/649/final;  Communication  from  the
Commission  on  relations  between  the  Community  and  third  countries  in  the  field  of  air  transport
COM/2003/094/final;  Declaration  by  the  Commission  on  relations  between  the  Community,  its
Member States and third countries in the field of air transport, OJ C 69, 22.03.2003, p. 3.

the  Court 

15

                                                
programmes  and  introduces  inspections  which  are  monitored  by  the  Commission.36  The
Mediterranean Partners should align themselves on these measures and develop inspections of
the same kind in cooperation with the Commission.

In the maritime sector, the Commission recently adopted a Communication and a proposal for
a  Regulation  to  require  EU-wide  application  of  the  highest  security  standards  for  maritime
transport, such as those of the International Maritime Organisation, to the shipping of goods
and to relevant port installations. The proposed Regulation goes beyond the IMO measures,37
and  the  Commission  will  shortly  present  a  proposal  for  a  Directive  laying  down  additional
measures to be applied in EU ports.

In both the shipping and aviation sectors, it is essential that the Mediterranean Partners help
strengthen international security by incorporating equivalent rules into their national laws and
introducing  efficient  means  of  enforcement.  At  the  same  time,  the  Commission,  in
cooperation with the competent international organisations, will have to ensure that essential
security  requirements  are  complied  with  in  third  countries,  in  particular  the  neighbouring
countries of the Mediterranean basin. Thanks to its experience, the European Union will be
able to assist in this process, in particular through the national action plans provided for
in  the  framework  of  the  Communication  Wider  Europe:  Neighbourhood  and  by
encouraging  the  exchange  of  information,  and  providing  support  in  terms  of  training
and  technical  assistance  for  the  Mediterranean  Partners.  With  the  support  of  the
Agencies  for  maritime  safety  and  aviation  safety,  it  could  assist  in  setting  up  a
Euro-Mediterranean institute for Safety and Security which could be sited in one of the
Mediterranean Partner countries.

(cid:1)  Galileo:  the  European  satellite  navigation  system  could  be  used  to  make  the

Mediterranean safer and better protected

The European satellite navigation system is a large-scale industrial project which could make
a  direct,  specific  contribution  towards  increasing  the  safety  and  security  of  shipping  and
aviation in the Euro-Mediterranean area. Galileo has certain applications which are concerned
with  the  safety  of  ships,  aircraft  and  passengers  and  the  security  of  ports  and  airports,  and
with the monitoring of goods and tankers.

Galileo  entered  the  developmental  phase  at  the  beginning  of  2001.  The  programme  will  be
fully operational in 2008. However, the Mediterranean Partners and their businesses should be
encouraged to become involved in the Galileo project now, and the attention of users in these
countries should be drawn to the applications which the system offers.

36

37

Regulation (EC)  No  2320/2002  of  the  European  Parliament  and  of  the  Council  of  16 December 2002
establishing common rules in the field of civil aviation security (OJ L 355, 30.12.2002, p.1).
See COM(2003). The Regulation in particular extends the application of these  measures  to  passenger
vessels operating on national routes, requires the designation of a national authority responsible for the
security  of  ships  and  port  installations,  and  provides  for  a  process  of  inspection,  supervised  by  the
Commission,  as  regards  the  application  of  these  measures.  Furthermore,  the  provisions  on  security
assessments,  the  establishment  of  security  plans,  and  the  designation  of  security  personnel  for
companies and ships will be extended to other ships operating on domestic routes.

16

                                                
On the subject of mobilising businesses in the Mediterranean Partner countries, it is important
to  note  that  the  Galileo  joint  undertaking  is  open  to  the  participation  of  third  countries,
including public and private entities, subject to a capital stakeholding.38

training, 

the  demonstration  of  future  applications,  and 

Euro-Mediterranean  cooperation  in  this  area  must  also  cover  international  cooperation
the
(frequency  allocation), 
interoperability  of  the  system  (customs,  rescue  operations,  etc.).  Such  cooperation  began
nearly two  years ago in the framework  of the  Euro-Mediterranean Transport  Forum and the
Forum's Working Party on satellite navigation (see  Annex 1). Cooperation will culminate at
the  end  of  2003  in  a  new  regional  MEDA  project  and  the  establishment,  within  this
framework,  of  a  Training  and  Demonstration  Centre  in  one  or  other  of  the  Mediterranean
Partner countries.

*

*

*

CONCLUSION

As in the past, the Mediterranean has the potential for being a crossroads of transport
and  trade.  The  political  and  economic  stakeholders  in  the  Euro-Mediterranean  area  should
therefore be invited to make every effort to establish a Euro-Mediterranean transport network:
this will be a powerful driver for integration and stability between the two shores of the
Mediterranean.

To this end, Euro-Mediterranean cooperation should focus on the following:

Infrastructure:

(cid:1)  Encouragement and support for subregional  cooperation in the field of transport,  with an
appropriate  approach  and  the  provision  of  technical  assistance,  in  particular  under  the
MEDA  programme,  and  the  INTERREG  programmes  involving  the  Mediterranean
Partners.

(cid:1)  Planning of the network and identification of priority regional infrastructure projects, and
agreement  by  Euro-Mediterranean  transport  ministers  on  the  list  of  projects  identified  as
priorities.

(cid:1)  Securing  ease of funding for the  network  by  promoting the  exchange  of  information  and

the transfer of know-how in the field of public-private partnerships and charging.

(cid:1)  Better coordination of the financial resources available, in particular by possibly setting up
an  appropriate  structure  to  examine  the  technical  and  financial  maturity  of  major
infrastructure projects and their financial package and to promote the network.

38

See  Article  5  of  Regulation  No  876/2002  setting  up  the  GALILEO  Joint  Undertaking.  See  also  the
second  indent  of  Article  1(3)(b)  of  the  Statutes  setting  up  the  Galilio  Joint  Undertaking  (Annex  to
Regulation  876/2002)  according  to  which  ''any  underaking"  may  become  a  member  of  the  joint
undertaking.

17

                                                
(cid:1)  An in-depth study, in cooperation with lenders operating in the region, of the problem of
how to cover the political risks associated with major infrastructure projects, as identified
in the context of the Euro-Mediterranean transport network.

Increasing safety and security:

(cid:1)  Promotion,  at  bilateral  and  regional  level,  of  the  harmonisation  of  the  laws  of  the
international  maritime  safety

Mediterranean  Partners  with  Community  rules  and 
legislation.

(cid:1)  Encouragement  and  support  for  the  harmonisation  of  the  laws  of  the  Mediterranean
Partners  with  Community  rules  on  air  transport  services,  in  particular  regarding  safety,
market access (conclusion of "open sky" agreement(s)), and the management of air space
(single  sky).  This  harmonisation  and  legislative  convergence  process  will  have  to  be
pursued in the framework of the national action plans provided for in the Communication
Wider  Europe:  Neighbourhood:  A  new  framework  for  relations  with  our  eastern  and
southern neighbours.

(cid:1)  Promotion of the Mediterranean Partners' adoption of international rules on maritime and

air safety and their establishment of effective enforcement mechanisms.

(cid:1)  Depending  on  financial  availability  under  the  MEDA  programme  and  the  contributions
expected  from  the  Euro-Mediterranean  partners,  the  setting  up  of  a  Euro-Mediterranean
Institute for Safety and Security in one of the Mediterranean Partner countries.

(cid:1)  Encouraging  the  Mediterranean  Partners  and  their  businesses  to  become  involved  in  the
Galileo project by allowing participation in the joint undertaking, and drawing the attention
of  users  in  these  countries  to  the  applications  available  with  the  system  by  establishing,
under the MEDA programme and with the help of the Mediterranean Partners concerned, a
GALILEO  Training  and  Demonstration  Centre  in  one  or  other  of  the  Mediterranean
Partner countries.

(cid:1)  Promoting the participation of the Mediterranean Partners in the thematic priorities of the
6th  Research,  Technological  Development  and  Demonstration  Framework  Programme,
especially the priorities 'Aeronautics and Space' and 'Sustainable Surface Development', in
order  to  contribute  to  improving  the  safety  and  security  of  the  Euro-Mediterranean
transport network.

List of annexes:

ANNEX  1 :  List  of  MEDA  activities  and  projects  being  developed  or  implemented  in  the
field of transport.

ANNEX 2: Key figures for transport in the Mediterranean

18

ANNEX 1

List  of  MEDA  activities  and  projects  being  developed  or  implemented  in  the  field  of
transport.

(cid:1)  In  the  framework  of  the  Euro-Mediterranean  Forum,  working  parties  have  been  set  up
which  met  throughout  2001  and  the  first  half  of  2002.  The  three  working  parties
correspond  to  the  priorities  adopted  by  the  second  Forum  (Brussels,  November  2000):
"Network and infrastructure", "Maritime transport", and "Satellite navigation".

The working party on network and infrastructure is concerned with matters which  form part
of  the  Euromed  Transport  project  (see  below),  which  includes  a  major  infrastructure
component.  It  is  co-chaired  by  the  European  Commission  and  the  EIB  and  discusses  issues
related  to  the  development  of  the  Euro-Mediterranean  transport  network  and  infrastructure
funding.

The working parties on maritime transport and satellite navigation contribute to the process of
identifying  two  new  regional  projects  in  the  framework  of  the  MEDA  programme,  one  on
maritime safety  (SAFEMED)  and the other  on  the  applications  of  Egnos  and  Galileo  in  the
Mediterranean region (Euromed GNSS project). The broad lines of these future projects were
approved by the third Euromed Transport Forum (Brussels, July 2002).

The  third  Euro-Mediterranean  Transport  Forum  agreed  to  extend  the  activity  of  these  three
working parties and approved the creation of a new working party on air transport.

(cid:1)  Package  of  four  regional  MEDA  projects  on  training  in  maritime  safety  which  were
launched  during  the  second  of  the  2001.  These  projects  were  introduced  by  the
International Maritime Organisation and consist of training activities on various aspects of
maritime safety (ISM code, STCW Convention, flag State policy, port reception facilities).

(cid:1)  The  Euromed  Transport  Project  which  was  launched  in  January 2003  and  has  been
awarded  MEDA  funding  of  20 million  euros  over  four  years.  Its  aim  is  to  improve  the
operation  and  effectiveness  of  the  Mediterranean  transport  system  by  focusing  on  two
essential  and  complementary  features:  support  for  reform  of  the  transport  sector  in  the
Mediterranean  Partner  countries,  and  the  promotion  of  a  regional  transport  infrastructure
network.

The  'Infrastructures'  part  of  the  project,  which  is  directly  related  to  the  development  of  the
Euro-Mediterranean transport network, mainly comprises:

1)  the  definition  of  an  operational  concept  for  the  Mediterranean  transport  infrastructure
network;

2) an exercise in planning this network, similar to what has been done for the EU candidate
countries (TINA) and the Balkans (strategy document  "Transport and  energy  infrastructures
in south-eastern Europe");

3) the funding of pre-feasibility studies for a number of projects which have been identified as
priorities;

4)institutional support for the preparation and  implementation of infrastructure projects, and
for the management of the infrastructures concerned.

19

(cid:1)  MED-Trans project: the MED-Trans project is part of the MEDSTAT programme, the first
MEDA programme of regional cooperation on statistics. During the period 1997-2003, this
project has led to the setting up of a network of national statistics institutes and transport
authorities,  which  have  worked  together  to  provide  relevant  statistical  data  for  the
development of transport in the Euro-Mediterranean region, in particular maritime and air
transport.  The data  collected during  this period have  been  disseminated  by  Eurostat.  The
project will continue after 2003 in the context of the MEDSTAT II programme in order to
continue the process of building up statistics institutes and to extend the field of activity to
include road transport and performance and service quality indicators.

(cid:1)  Three  research  projects  on  transport  in  the  Mediterranean  (INCO-MED)  were  also
launched in 2003, in the framework of the 5th RDFP. The aim of these three projects is to
help establish a method and criteria for the definition of a regional transport infrastructure
network in the Mediterranean. They will supplement the abovementioned Euromed project.

(cid:1)  Lastly,  several  bilateral  MEDA  projects  in  the  transport  sector  are  being  planned,  in
particular  in  Morocco  (structural  adjustment  programme  in  the  transport  sector)  and
Tunisia (port reform project). In the case of Morocco, there is also the Mediterranean Ring
project, a section of which is being funded under the MEDA programme (about 90 million
euros, tendering in progress).

20

(cid:1)  Key figures for transport in the Mediterranean

ANNEX 2

(cid:1)  Table  1  -Total  volume  of  goods  shipped  through  the  main  Mediterranean  ports

(million tonnes)

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1)  Algeria
(DZ)

(cid:1)  Morocco
(MA)

(cid:1)  Tunisia
(TN)

(cid:1)  1998

(cid:1)  1999

(cid:1)  2000

(cid:1)  Change  1998-

(cid:1)  Average

2000 (%)

annual  growth
(%)

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1)  91 432

(cid:1)  94 474

(cid:1)  100 301

(cid:1)  9,70

(cid:1)  4,74

(cid:1)  48 212

(cid:1)  52 872

(cid:1)  53 444

(cid:1)  10,85

(cid:1)  5,29

(cid:1)  23 567

(cid:1)  25 331

(cid:1)  26 104

(cid:1)  10,77

(cid:1)  5,24

(cid:1)  Egypt

(cid:1)  49 408

(cid:1)  54 110

(cid:1)  54 777

(cid:1)  10,87

(cid:1)  5,29

(EG) (1)

(cid:1)  Jordan
(JO) (2)

(cid:1)  Lebanon
(LB)

(cid:1)  Syria
(SY)

(cid:1)  12 487

(cid:1)  12 835

(cid:1)  12 358

(cid:1) 

-1,03

(cid:1) 

-0,52

(cid:1)  6 216

(cid:1)  6 248

(cid:1)  5 547

(cid:1) 

-10,78

(cid:1) 

-5,54

(cid:1)  27 622

(cid:1)  28 846

(cid:1)  28 959

(cid:1)  4,84

(cid:1)  2,39

(cid:1) 

Israel (IL) (cid:1)  40 759

(cid:1)  41 866

(cid:1)  43 062

(cid:1)  5,65

(cid:1)  6 443

(cid:1)  7 037

(cid:1)  7 281

(cid:1)  13,00

(cid:1)  2,79

(cid:1)  6,30

(cid:1)  Cyprus
(CY)

(cid:1)  Malta
(MT)

(cid:1)  Turkey
(TR) (3)

(cid:1)  Total
MED

(cid:1)  4 223

(cid:1)  4 299

(cid:1)  5 711

(cid:1)  35,22

(cid:1)  16,28

(cid:1)  121 160

(cid:1)  128 938

(cid:1)  149 029

(cid:1)  23,00

(cid:1)  10,91

(cid:1)  431 529

(cid:1)  456 857

(cid:1)  486 572

(cid:1)  12,76

(cid:1)  6,19

(cid:1) 

(cid:1) 

(cid:1) 

(1) Unless otherwise stated, data for Egypt in this and other tables were provided by the EMDB and the
tare weight of containers is included
(2) The weight of empty containers is excluded (cid:1) 

(cid:1) 

(cid:1) 

(3) Unless otherwise stated, data for Turkey exclude transit traffic (cid:1) 

(cid:1) 

21

(cid:1)  Table 2

(cid:1)  The  main  15  ports  in  terms  of  overall  volume  of  goods  handled  in  the

Mediterranean Partner countries and the EU, 2000

(cid:1)  No

(cid:1)  MED ports

(cid:1) 

'000 tonnes (cid:1)  EU ports

(cid:1) 

'000 tonnes

(cid:1)  1

(cid:1)  2

(cid:1)  3

(cid:1)  4

(cid:1)  5

(cid:1)  6

(cid:1)  7

(cid:1)  8

(cid:1)  9

(cid:1)  10

(cid:1)  11

(cid:1)  12

(cid:1)  13

(cid:1)  14

(cid:1)  15

(cid:1)  Bethiouia / DZ (cid:1)  36 371

(cid:1)  Rotterdam / NL

(cid:1)  302 485

(cid:1) 

Izmit / TR

(cid:1)  31 419

(cid:1)  Antwerpen / B

(cid:1)  115 988

(cid:1)  Alexandria

(cid:1)  28 404

(cid:1)  Marseille / FR

(cid:1)  91 279

(incl Dekhelia)
/EG

(cid:1)  Skikda / DZ

(cid:1)  24 715

(cid:1)  Hamburg / D

(cid:1)  76 950

(cid:1)  Aliaga / TR

(cid:1)  24 598

(cid:1)  Le Havre / FR

(cid:1)  63 883

(cid:1)  Casablanca 

(cid:1)  19 773

/

(cid:1)  Grimsby 

&

(cid:1)  52 501

MA

Immingham / UK

(cid:1)  Haifa / IL

(cid:1)  18 534

(cid:1)  Tees & Hartlepool /

(cid:1)  51 472

UK

(cid:1) 

Istanbul / TR (cid:1)  17 469

(cid:1)  London / UK

(cid:1)  47 892

(cid:1)  Banias / SY

(cid:1)  16 865

(cid:1)  Dunkerque / FR

(cid:1)  44 318

(cid:1)  Ashdod / IL

(cid:1)  15 758

(cid:1)  Trieste / IT

(cid:1)  44 015

(cid:1)  Damietta / EG (cid:1)  13 004

(cid:1)  Genova / IT

(cid:1)  43 797

(cid:1)  Mersin / TR

(cid:1)  12 842

(cid:1)  Wilhelmshaven / D (cid:1)  43 402

(cid:1)  Aqaba / JO

(cid:1)  12 358

(cid:1)  Amsterdam / NL

(cid:1)  42 044

(cid:1)  Arzew /DZ

(cid:1)  12 176

(cid:1)  Forth / UK

(cid:1)  41 143

(cid:1) 

Iskenderun,
Hatay / TR

(cid:1)  11 820

(cid:1)  Bremen/Bremerhav

(cid:1)  39 224

en / D

22

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

Table 3

Country

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

Passengers and freight passing through the main airports of the Mediterranean countries, 1998-2000

Number of passengers

Arrivals and departures (A+D)

(cid:1) 

(cid:1) 

1998

(cid:1) 

1999

(cid:1) 

2000

(cid:1) 

(cid:1) 

(cid:1) 

Tonnes of cargo and mail

(cid:1) 

Direct transit

(cid:1) 

(cid:1) 

(cid:1) 

 % and
average
annual
growth

in 2000 % A+D
direct
transit,
2000

(cid:1) 

1998

(cid:1)(cid:1) 

2000

(cid:1) 

Algeria (DZ) (cid:1) 

5 619 628 (cid:1) 

(cid:1)  Morocco
(MA)

(cid:1) 

5 965 423 (cid:1) 

Tunisia  (TN)
(1)

(cid:1) 

8 653 578 (cid:1) 

438

(cid:1) 

602

(cid:1) 

132

(cid:1) 

5 
625

6 
476

9 
645

5 
647

6 
814

9 
308

946

(cid:1) 

2.87 (cid:1) 

935

(cid:1) 

7.83 (cid:1) 

511

(cid:1) 

4.84 (cid:1) 

(cid:1) 

1.12 (cid:1) 

23 980

(cid:1) 

1.92 (cid:1) 

30 934

(cid:1) 

1.42 (cid:1) 

49 171

(cid:1) 

(cid:1) 

(cid:1) 

24 148

27 435

52 310

(cid:1) 

(cid:1) 

(cid:1) 

21 788

27 835

51 522

Aircraft movements

(take-offs and landings)

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

Average number of
passengers per flight,*
2000

(cid:1) 

1998

(cid:1) 

1999

(cid:1) 

2000

(cid:1) 

  %  and
average
annual
growth

-4.68

(cid:1) 

70 324 (cid:1) 

77 029

-5.14

(cid:1) 

88 231 (cid:1) 

89 470

(cid:1) 

(cid:1) 

98 255

97 376

2.36

(cid:1) 

86 121 (cid:1) 

###### (cid:1) 

91 035

(cid:1) 

(cid:1) 

(cid:1) 

61.88

73.97

104.48

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

(cid:1) 

Egypt (EG)

(cid:1) 

########
#

(cid:1) 

(cid:1) 

16  236
094

(cid:1) 

18  892
479

Jordan  (JO)
(2)

(cid:1) 

2 081 514 (cid:1) 

415

(cid:1) 

2 
065

561

(cid:1) 

2 
796

(cid:1) 

(cid:1) 

28.0
1

10.9
4

(cid:1) 

3.07 (cid:1) 

###### (cid:1) 

162 566 (cid:1) 

188 782 (cid:1) 

12.05

(cid:1) 

#####

(cid:1) 

###### (cid:1) 

###### (cid:1) 

107.18

(cid:1) 

0.93 (cid:1) 

85 990

(cid:1) 

77 453

(cid:1) 

85 620

(cid:1) 

-0.22

(cid:1) 

26 133 (cid:1) 

30 660

(cid:1) 

:

(cid:1) 

80.32

Libya (LB)

1 995 911

2 110 656

2 244 788

6.05

98 599

4.39

54 300

52 439

59 243

4.45

25 010

27 878

29 707

82.20

Syria (SY)

1 827 344

1 907 495

1 928 560

2.73

116 556

6.04

30 491

30 721

30 745

0.42

26 642

28 561

31 553

68.51

Israel (IL) (3)

9 507 700

9 862 834

9 607 900

0.53

:

:

######

303 052

342 799

9.50

27 987

30 933

33 369

287.93

Palestinian 
(PS)(4)

Terr

2 281

79 328

88 009

10,94

-

-

-

104

245

135.49

:

2 028

2 128

41.36

Cyprus (CY)

5 091 940

5 543 794

6 117 768

9.61

221 663

3.62

35 614

32 986

33 473

-3.05

47 174

45 559

48 705

134.71

23

66
583

133
351

135
052

580
735

23
742

(cid:1) 

(cid:1) 

(cid:1) 

Malta (MT)

2 743 234

2 882 351

2 912 746

3.04

38 293

1.31

11 989

12 489

13 699

6.89

26 530

27 945

29 186

102.42

Turkey (TR)

#########

29 264 928

34 322 256

0.86 #######

4.63

######

235 068

276 166

16.84

#####

######

######

117.81

MED

EU

#########

91 476 291

#########

6.71 #######

2.97

######

#######

#######

8.53

#####

######

######

107.36

#########

#########

#########

8.31%

(1) Preliminary data for 2000

(2)Average number of passengers per flight calculated from the 1999 data, but taking account of direct transit in 2000..

(3) Data for 2000 for Israel refer to international traffic only.

(4) Gaza International Airport was opened in November 1998. The average annual growth rate has been calculated for 1999-2000 only.

* The average number of passengers per flight is calculated by dividing the total number of passengers (including those in direct transit) by the number of flights.

24

Table 4 The  15  main  airports  in  terms  of  passenger  transport  in  the  MED,  EU  and  EFTA

countries in 2000

No

MEDA airports

Number of passengers (arrivals
+ departures)

EU and EFTA airports

Number of passengers
(arrivals +passengers)

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

ISTANBUL/ATATURK (TR)

14 647 810

LONDON HEATHROW (UK)

56 885 371

TEL-AVIV/D.  BEN  GURION
(IL)

AIRPORT SYSTEM PARIS (FR)

49 078 124

CAIRO/INTL (EG)

8 640 909

FRANKFURT MAIN (D)

40 281 807

ANTALYA (TR)

7 456 658

AMSTERDAM SCHIPHOL (NL)

39 099 046

LARNACA (CY)

4 738 575

LONDON GATWICK (UK)

29 040 267

ANKARA/ESENBOGA (TR)

4 027 928

BRUXELLES NATIONAL (B)

21 586 961

MONASTIR/HABIB
BOURGIBA (TN)

CASABLANCA/MOHAMED  V
(MA)

3 916 988

ZURICH (CH)

21 192 341

3 511 130

MADRID BARAJAS (ES)

16 086 783

TUNIS/CARTHAGE (TN)

3 375 701

MANCHESTER (UK)

15 459 702

MALTA/LUQA (MT)

2 912 746

MILANO MALPENSA (IT)

15 014 164

ALGER/HOUARI
BOUMEDIENE (DZ)

2 777 108

MUNCHEN (DE)

14 600 358

HURGHADA (EG)

2 641 745

PALMA DE MALLORCA (ES)

14 450 822

IZMIR/ADNAN  MENDERES
(TR)

2 507 389

ROMA FIUMICINO (IT)

13 387 428

AMMAN/QUEEN ALIA (JO)

2 386 514

DUBLIN (EI)

BEIRUT/INTL (LB)

2 244 788

DÜSSELDORF (D)

12 995 880

11 993 774

25

Tablea 5

Imports/exports of petroleum products in tonnes by mode of transport in 2001from/to the 12 Mediterranean Partners

NST nomenclature, Chatper 3, petroleum products

DECLARANT

EU15:

PARTNER

Med12:

INDICATORS

QUANTITY_TON:

FLOW

1:IMPORT

TRANSPORT_MO
DE \ PRODUCT

31:CRUDE
PETROLEUM

32:FUEL
DERIVATIVES

33:GASEOUS
HYDROCARBONS,
LIQUID OR
COMPRESSED

34:NON-
FUEL
DERIVATIVE
S

2:EXPORT

31:CRUDE
PETROLEUM

32:FUEL
DERIVATIVE
S

33:GASEOUS
HYDROCARBONS,
LIQUID OR
COMPRESSED

34:NON-FUEL
DERIVATIVES

0:Unknown

912225

691686

0

6294

28969604

11114367

13518767

29508

1:Sea

2:Rail

3:Road

4:Air

5:Post

0

0

0

0

0

55038

0

0

7:Fixed Mechanism

14205030

180906

1396630

8:Inland Waterway

0

86233

0

0

0

31058

1370

0

0

4

0

0

0

26

0

2

0

0

0

0

0

0

78

7719973

1442

37588

3537

0

30074

9761

7

1049806

0

102

15

0

0

0

3884

723154

704

29120

631

2

6

1164

9:Self Propulsion

0

0

0

0

0

0

0

0

Source: Eurostat. Comext.

27