Category Archives: Intelligent transport and navigation by satellite

One of the main pillars of European transport policy is stimulating technological innovation. European Space Policy is introducing the notion of satellite navigation with the Galileo and Egnos programmes, with a view to optimising traffic management, whether road, waterborne or aerial. Better managing traffic not only engenders safety but ensures a reduction in pollution since journeys and traffic are streamlined. Satellite navigation enables emergency services to better carry out their functions (e.g. in fires, road accidents, mountain rescue, etc).

Satellite navigation: Global Navigation Satellite System

Leave a reply

Satellite navigation: Global Navigation Satellite System

Outline of the Community (European Union) legislation about Satellite navigation: Global Navigation Satellite System

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Satellite navigation: Global Navigation Satellite System

Document or Iniciative

Council Decision 98/434/EC of 18 June 1998 on the agreement between the European Community, the European Space Agency and the European Organisation for the Safety of Air Navigation concerning a European contribution to the development of a Global Navigation Satellite System (GNSS) [Official Journal L 194 of 10.7.1998].

Summary

The Agreement covered by the present Decision aims to enable Europe to provide a satellite navigation service which satisfies the operating requirements of civil operators independently of other means of radio navigation and positioning.

The Agreement covers the following activities:

development and validation of the operational capability of a European contribution to GNSS-1 (first application of the Global Navigation Satellite System – GNSS);
coordination of the actions of each Party to make GNSS-1 fully operational;
preparatory work for the definition and design of GNSS-2 (worldwide civil satellite navigation system, controlled and managed at international level).

The Parties’ contributions are defined as follows:

the European Space Agency (ESA) will implement the ARTES (Advanced Research in Telecommunications Systems) programme;
Eurocontrol will define civil aviation operator requirements and monitor the adaptation of GNSS-1 to the operating needs of civil aviation;
the European Community will consolidate the requirements of all users.

The Agreement sets up a Joint Tripartite Committee, to meet at least once a year, and whose task is to:

monitor implementation of the Agreement;
formulate guidelines;
coordinate common approaches to realisation of the Agreement.

The Committee is assisted by a Secretariat to provide the technical support for tripartite activities.

The Community is represented by the Commission in this committee.

Information on the GNSS is managed as follows:

each Party must exchange with the others all the necessary information at its disposal;
no institution which is Party to the Agreement may:
– disclose any exchanged information to any person other than those employed by it or officially entitled to handle such information;
– use such information for commercial purposes.

The Agreement describes the property rights of the three organisations.

The three Parties undertake to make the necessary financial arrangements to implement the Agreement.

The contracts required for implementation of the Agreement must be awarded in accordance with the usual procedures.

The Agreement sets up a liability mechanism for activities undertaken as part of its application.

Public relations activities related to subjects covered by the Agreement are to be coordinated between the Parties, the role of each being clearly identified and mentioned.

The Agreement, which can only be amended by unanimous agreement, is open to participation by third parties able to contribute to the fulfilment of its tasks.

Any dispute which may arise between the Parties concerning the Agreement may be:

submitted to the Joint Tripartite Committee for direct negotiations, or
settled by five arbitrators, three being appointed by the Parties and two by the Joint Tripartite Committee.

Inland waterways: River information services

Leave a reply

Inland waterways: River information services

Outline of the Community (European Union) legislation about Inland waterways: River information services

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Inland waterways: River information services

Document or Iniciative

Directive 2005/44/EC of the European Parliament and of the Council of 7 September 2005 on harmonised river information services (RIS) on inland waterways in the Community [See amending acts].

Summary

This directive establishes a European Union (EU) framework for the implementation and use of harmonised river information services (RIS) in order to enhance the safety, efficiency and environmental friendliness of inland waterway transport as well as to ensure compatibility and interoperability with other modes of transport. This directive applies to all waterways of class IV or above across the EU.

RIS comprises services such as:

fairway information: the information systems contain geographical, hydrological and administrative data that are used by boat masters and fleet managers to plan, execute and monitor a voyage (e.g., water levels, traffic signs, opening hours of locks.);
traffic information services: these consist of tactical traffic information (display of the present vessel characteristics and movements on a limited part of the waterway) and strategic traffic information (display of vessels and their characteristics over a larger geographical area, including forecasts and analyses of future traffic situations);
traffic management: this is aimed at optimising the use of the infrastructure as well as facilitating safe navigation. Currently, the “VTS centres” (vessel traffic service centres) are designed to improve the safety and efficiency of vessel traffic and to protect the environment;
calamity abatement services: these services are responsible for registering vessels and their transport data at the beginning of a trip and updating the data during the voyage with the help of a ship reporting system. In the event of an accident, the responsible authorities are capable of providing the data immediately to the rescue and emergency teams;
information for transport management: this information includes estimated times of arrival (ETAs) provided by boat masters and fleet managers based on fairway information making it possible to plan resources for port and terminal processes. Lastly, the information on cargo and fleet management basically comprises two types of information: information on the vessels and the fleet and detailed information on the cargo transported;
statistics and customs services: RIS will improve and facilitate the collection of inland waterway statistical data in EU countries;
waterway charges and port dues: the travel data of the ship can be used to automatically calculate the charge and initiate the invoicing procedure.

EU countries must take the necessary measures to implement RIS and the principles for their development. EU countries must therefore:

supply to RIS users all relevant data concerning navigation on the inland waterways referred to in the previous paragraph;
ensure that electronic charts suitable for navigational purposes are available to RIS users;
enable, as far as ship reporting is required by national or international regulations, the competent authorities to receive electronic ship reports on the voyage and cargo data of ships;
ensure that notices to boat masters, including water level and ice reports for the inland waterways, are provided as standardised, encoded and downloadable messages; the standard message must contain at least the information needed for safe navigation;
establish RIS centres according to regional necessities;
make available the VHF channels for the purposes of automatic identification systems as determined in the Basel agreement;
encourage boat masters, operators or agents of vessels navigating on their waterways, shippers or owners of goods carried on board such vessels to make ful use of these new services.

In order to ensure harmonised and interoperable implementation of RIS, guidelines and technical specifications need to be established. The guidelines will cover the technical principles and requirements for the planning, implementing and operational use of RIS and related systems.

Technical specifications are envisaged in particular for the Electronic Chart Display and Information System for Inland Navigation (Inland ECDIS), electronic ship reporting, notices to boat masters and vessel tracking and tracing systems such as AIS (Automatic Identification Systems).

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Directive 2005/44/EC	20.10.2005	20.10.2007	OJ L 255 of 30.9.2005

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EU) 219/2009	20.4.2009	–	OJ L 87 of 31.3.2009

Successive amendments and corrections to Directive 2005/44/EC have been incorporated in the basic text. This consolidated versionis for reference purposes only.

Maritime safety: Community monitoring, control and information system for maritime traffic

Leave a reply

Maritime safety: Community monitoring, control and information system for maritime traffic

Outline of the Community (European Union) legislation about Maritime safety: Community monitoring, control and information system for maritime traffic

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Maritime safety: Community monitoring, control and information system for maritime traffic

Document or Iniciative

Directive 2002/59/EC of the European Parliament and of the Council of 27 June 2002 establishing a Community vessel traffic monitoring and information system and repealing Council Directive 93/75/EEC [See amending act].

Summary

This directive is part of the action taken in line with the Commission’s second communication on maritime safety following the Erika disaster (the Erika II package).

Setting up a European Union (EU) vessel traffic monitoring and information system should help to prevent accidents and pollution at sea and to minimise their impact on the marine and coastal environment, and on the economy and health of local communities.

All ships of 300 gross tonnage and upwards are covered, whether or not they carry dangerous goods, except for:

warships;
fishing vessels, traditional ships and recreational craft less than 45 metres in length;
bunkers below 5 000 tons.

Ship reporting and monitoring

The operator of a ship bound for a port of an EU country must notify certain information (ship identification, total number of persons on board, port of destination, estimated time of arrival) to the port authority at least twenty-four hours in advance, where this is feasible.

The directive stipulates that ships built on or after 1 July 2002 and calling at a port of an EU country must be fitted with:

an automatic identification system (AIS), as well as
a voyage data recorder (VDR) system (“black box”) to facilitate investigations following accidents.

EU countries have until the end of June 2007 to provide themselves with appropriate equipment and staff to utilise the AIS and VDR information and until the end of June 2008 to coordinate their national systems with those of the other EU countries.

The process of building up all necessary equipment and shore-based installations for implementing this directive must be completed by the end of 2007.

Notification of dangerous or polluting goods on board ships

In respect of the carriage of dangerous or polluting goods on board ships:

the shipper is required to deliver a declaration containing certain information (correct technical names of the dangerous or polluting goods, address from which detailed information on the cargo may be obtained) to the master or operator prior to taking the goods on board;
the operator, agent or master of a ship must also notify the general information, such as the ship identification and the information provided by the shipper, to the competent authority.

Monitoring of hazardous ships and intervention in the event of incidents and accidents at sea

EU countries which have been notified of the presence of hazardous ships (ships which have been involved in incidents or accidents at sea, have failed to comply with notification and reporting requirements, have deliberately discharged pollutants or have been refused access to ports) must transmit the information they have to the EU countries concerned.

EU countries must take all appropriate measures consistent with international law to deal with incidents or accidents at sea and to require the parties concerned (the operator, the master of the ship and the owner of the dangerous or polluting goods carried on board) to cooperate fully with them with a view to minimising the consequences of the incident.

In addition, the master of a ship must immediately report:

any incident or accident affecting the safety of the ship;
any incident or accident which compromises shipping safety;
any situation liable to lead to pollution of the waters or shore of a EU country;
any slick of polluting materials and containers or packages seen drifting at sea.

The directive provides for the possibility of ships being prevented from leaving or entering port in the event of poor weather conditions and obliges EU countries to set up places of refuge to accommodate ships in distress.

The Commission will look into the possibility of setting up a system to compensate ports accommodating ships in distress.

Accompanying measures

Ships entering the area of competence of a vessel traffic service must comply with any International Maritime Organisation (IMO) approved ships’ routing systems, which cover sensitive areas, areas with a high traffic density and areas dangerous for shipping, and must use the vessel traffic services. EU countries must ensure that these facilities have the requisite human and technical resources to accomplish their tasks.

EU countries will have to cooperate to ensure the interconnection and interoperability of their national information systems, in order that the requisite information on the ship or its cargo can be exchanged electronically at any time.

Each EU country must designate the competent authorities, port authorities and coastal stations to which the notifications required by the directive are to be made.

Cooperation must be arranged between the Commission and the EU countries with a view to the future development of the European monitoring, control and information system for maritime traffic. It will cover the development of telematic links between coastal stations and port authorities, and extension of the coverage of the European monitoring system. Efforts must also be made to improve the management of shipping information, which is one of the tasks of the European Maritime Safety Agency.

To ensure the directive is being implemented satisfactorily, EU countries must make regular checks on the operation of their information systems and must introduce a system of financial penalties to act as a deterrent against failure to comply with the directive’s requirements regarding notification and the carrying of equipment.

References

Act	Entry into force	Deadline for implementation in the Member States	Official Journal
Directive 2002/59/EC	5.8.2002	5.2.2004	OJ L 49 of 24.2.2011

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Directive 2011/15/EU	16.3.2011	16.3.2012	OJ L 49 of 24.2.2011

Satellite-based Vessel Monitoring System

Leave a reply

Satellite-based Vessel Monitoring System

Outline of the Community (European Union) legislation about Satellite-based Vessel Monitoring System

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Satellite-based Vessel Monitoring System (VMS)

Electronic devices, or “blue boxes”, are installed on board vessels. These devices automatically send data to a satellite system which transmits them to a ground station which, in turn, sends them to the fisheries monitoring centre (FMC).

Document or Iniciative

Commission Regulation (EC) No 2244/2003 of 18 December 2003 laying down detailed provisions regarding satellite-based Vessel Monitoring Systems.

Summary

Regulation (EC) No 2371/2002 states that fishing vessels are prohibited from engaging in fishing activities unless they have installed on board a device which allows them to be detected and identified by remote monitoring systems.

The present Regulation establishes a satellite-based Vessel Monitoring System (VMS) which applies to:

fishing vessels exceeding 18 metres in length, as from 1 January 2004; and
fishing vessels exceeding 15 metres in length as from 1 January 2005.

Fishing vessels operating exclusively inside the baselines of Member States are not subject to this requirement.

Member States are to operate Fisheries Monitoring Centres (FMC). The FMC of a Member State is to monitor:

the fishing vessels flying the flag of that Member State, regardless of the waters or the port they are in;
Community fishing vessels flying the flag of other Member States;
third-country fishing vessels during the time they are in the waters under the sovereignty or the jurisdiction of that Member State.

All Community fishing vessels subject to VMS must have a satellite-tracking device installed on board. The satellite-tracking devices installed on board Community fishing vessels ensure the automatic transmission to the FMC of the flag Member State, at all times, of data relating to the fishing vessel identification, the most recent geographical position of the fishing vessel, the date and time of the said position and, with effect from 1 January 2006, the speed and course of the fishing vessel.

Each Member State is to ensure that its FMC receives this information, at least once an hour, through the VMS.

The VMS established by each Member State must ensure the automatic transmission of all these data to the FMC of a coastal Member State during the time the vessels are in the waters of that coastal Member State.

In the event of a technical failure or non-functioning of the satellite-tracking device fitted on board a Community fishing vessel, the master or the owner of the vessel must communicate every four hours the up-to-date current geographical position of the vessel to the FMC of the flag Member State and the FMC of the coastal Member State.

A Community fishing vessel may not leave port before the device is functioning to the satisfaction of the competent authorities or before it is otherwise authorised to leave by the competent authorities.

Member States must report half-yearly to the Commission, by 1 May and by 1 November, on the functioning of their VMS during the previous six months.

A third-country fishing vessel subject to VMS must have an operational satellite-tracking device installed on board when it is in Community waters.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 2244/2003	28.12.2003	1.1.2004	OJ L 333 of 20.12.2003

Related Acts

Council Regulation (EC) No 2371/2002 of 20 December 2002 on the conservation and sustainable exploitation of fisheries resources under the Common Fisheries Policy [Official Journal L 358 of 31.12.2002].

A joint undertaking to develop the new generation European air traffic management system

Leave a reply

A joint undertaking to develop the new generation European air traffic management system

Outline of the Community (European Union) legislation about A joint undertaking to develop the new generation European air traffic management system

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

A joint undertaking to develop the new generation European air traffic management system (SESAR)

Document or Iniciative

Council Regulation 219/2007 of the Council, of 27 February 2007, on the establishment of a Joint Undertaking to develop the new generation European air traffic management system (SESAR) [See amending act(s)].

Summary

Air transport is an important element of European cohesion and the European economy. It contributes EUR 220 billion to European gross domestic product and employs over 3 million people. Air traffic is expected to more than double in the next 20 years and even triple in some regions. However, the equipment and procedures used to manage these traffic flows has changed little and is struggling to keep up with developments.

The current air traffic control systems are close to becoming obsolete and are ill-suited for the rapid, economic and reliable development of aviation in Europe capable of responding to new societal needs:

passengers want efficient, affordable and safe transport;
respect for the environment is becoming a major constraint;
11 September 2001 showed that planes can be a threat to the safety of the population.

The Single European Sky (SES) is the European Union’s (EU) response to the problem. This initiative was launched in March 2004, making air traffic management (ATM) a competence of the EU. It constitutes an institutional reform of ATM aiming to reorganise the European airspace and to enhance the performance of air navigation services.

An institutional reform, however, is not sufficient to achieve the performance objectives of the SES. A paradigm leap through a technological reform of ATM was also needed. SESAR (Single European Sky ATM Research) is the technological pillar of the SES and an essential enabler for its implementation. SESAR is composed of three phases:

a definition phase (2005-2007), in which the air traffic modernisation plan (or “ATM Master Plan”) has been developed to define the different technological stages, priorities and timetables;
a development phase (2007-2016), consisting of research, development and validation activites relating to the new technologies and procedures which will underpin the new generation of systems;
a deployment phase (2014-2020), which will see the large-scale production and implementation of the new technologies and procedures.

The SESAR joint undertaking: activities, statutes and financing

This regulation establishes a joint undertaking under Article 187 of the Treaty on the Functioning of the European Union (TFEU) to manage the SESAR development phase. It constitutes a public-private partnership, where the EU and Eurocontrol are founding members, that makes it possible to rationalise and coordinate ATM R&D efforts throughout the EU in a deployment oriented approach. The joint undertaking allows leveraging and pooling funding and know-how and reducing fragmentation created by similar national and regional projects and harnessing the skills and innovation capacity of the private sector within appropriate risk sharing arrangements with public entities.

The SESAR joint undertaking is responsible for:

organising and coordinating development of the SESAR project, in accordance with the ATM Master Plan;
funding the necessary activities, by combining and managing public and private funds;
implementing and updating the ATM Master Plan;
organising the technical research and development, validation and study work to be carried out while avoiding its fragmentation;
ensuring project involvement by stakeholders from the air traffic management sector (service providers, users, professional organisations, airports, manufacturers, as well as the scientific community and institutions);
supervising the activities to develop common products identified in the ATM Master Plan and, if necessary, launching specific invitations to tender.

The SESAR joint undertaking, based in Brussels, is an EU body with a legal personality and is being financed by contributions from its members, including private firms. The EU’s contribution comes from the budgets of the framework programmes for research and development and the trans-European networks.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 219/2007	3.3.2007	–	OJ L 64 of 2.3.2007

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 1361/2008	1.1.2009	–	OJ L 352 of 31.12.2008

Successive amendments and corrections to Regulation (EC) No 219/2007 have been incorporated in the basic text. This consolidated versionis for reference purposes only.

Satellite navigation applications

Leave a reply

Satellite navigation applications

Outline of the Community (European Union) legislation about Satellite navigation applications

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Satellite navigation applications

Document or Iniciative

Green Paper of 12 December 2006 on Satellite Navigation Applications [COM(2006) 769 final – Not published in the Official Journal]

Summary

The market in products and services generated by the introduction of satellite navigation is forecast to reach 400 billion by 2025. Galileo, a flagship programme of European space policy, together with Egnos, is part of the GNSS (global navigation satellite system) providing a range of positioning, navigation and timing services.

The Green Paper also underscores the Commission’s aim of fostering innovation in the wider context of the Lisbon strategy, under which the public sector should promote the EU’s competitiveness at world level.

The Green Paper outlines the sectors set to benefit from the introduction of the Galileo system as a result of the large number of applications that it will be possible to develop. The areas of application for satellite navigation include:

location-based services and emergency calls: through the integration of the Galileo system’s receivers in a large number of devices such as mobile phones, location-based services and personal mobility are the main markets for satellite navigation. Customers will be able to access specific “vicinity” information (the nearest hospital or the best way to a restaurant, etc.);
road transport: this area also covers a wide range of applications, from navigation devices to automatic toll systems, safety applications and pay-per-use insurance. Galileo thus ties in with the eSafety initiative, which includes a wide range of applications that could make use of accurate vehicle positioning;
rail transport: railway infrastructure includes signalling and train location systems, mainly installed at track side. These are gradually being replaced by the ERTMS/ETCS systems. Galileo will help to improve the safety of train speed control and operating systems;
maritime, inland waterway and fisheries navigation: the efficiency, safety and optimisation of marine transportation can benefit from satellite navigation. Galileo should provide benefits for safety applications, safety improvements and automatic identification systems (AISs). It can also be used for port approaches. Directive 2005/44/EC recommends the use of satellite positioning technologies for vessel tracking and tracing in inland waterway transport;
air transport: satellite navigation opens up highly interesting prospects in this field. The analyses point to strong growth in air traffic up to 2025. The accuracy and integrity of the Galileo system will enable the use of existing airports to be optimised. The SESAR joint undertaking, which implements the legal framework laid down in the single European sky regulations, will also rely on satellite navigation;
civil protection, emergency management and humanitarian aid: helping people after earthquakes, floods, tsunamis and other natural or man-made disasters requires the location of people, assets and resources. Satellite navigation should shorten the response times of rescue services and optimise their deployment;
dangerous goods: the legal framework will need to be updated to take account of the many options that Galileo will offer. In the event of problems, satellite navigation can also improve emergency response;
livestock transport: every year millions of animals are transported in the European Union. Traceability of livestock is of paramount importance to prevent sanitary fraud, ensure food safety and protect animal welfare. Regulation (EC) No 1/2005, which lays down the requirements for the transport of animals, requires the use of satellite navigation systems in all new trucks for long journeys;
agriculture, parcel measurement, geodesy and cadastral survey: 11 million farmers grow crops on 110 million hectares of land in the EU. The location and size of parcels are key data for use in information exchange, whether for commercial purposes or applying for subsidies. Monitoring payments under the common agricultural policy requires increasingly detailed information. Farmers also make use of satellite navigation to optimise crops, reduce fertiliser and pesticide inputs and ensure effective use of land and water. Satellite navigation systems can also simplify and improve the quality of data collection in geodesy and cadastral surveys;
energy, oil and gas: industry makes extensive use of satellite navigation systems for exploration and exploitation. The safety and security of oil and gas transport can also benefit from the positioning functions offered by Galileo. It can also improve the synchronisation of electricity distribution networks;
search and rescue services: by allowing near real-time reception of distress messages from anywhere on Earth with precise location information and contact between rescue centres and people in distress, Galileo will facilitate rescue operations and reduce the rate of false alarms. This also has implications for the fight against illegal immigration and the ability to rescue migrants in distress at sea;
a wide range of other applications: these include logistics, the environment, science and the maintenance of public order: satellite navigation systems can also benefit the logistics sector and facilitate multimodality. Other sectors could not be covered in this Green Paper: public transport, public works and civil engineering, immigration and border control, police, monitoring of prisoners, biomass production and feedstock management, environmental management, medical applications and people with disabilities, scientific research, hunting, sports, tourism, waste disposal, etc.

Ethical and privacy issues

What impact will the development of satellite navigation systems have on privacy? The Green Paper points out that all the Member States of the European Union are signatories to the European Convention on Human Rights, which guarantees respect for “private and family life, home and correspondence”. Directive 2002/58/EC governs the processing of personal data and the protection of privacy in the electronic communications sector.

The range of public action

The public authorities are encouraging the development of satellite navigation technologies. Measures have been taken in a number of areas including support for research and the adoption of the right regulatory framework. The areas of action are:

research and innovation;
cooperation between SMEs and the European business networks;
international cooperation;
standardisation, certification and liability;
safeguarding the radioelectrical frequency spectrum and promoting the allocation of new frequency bands;
protecting intellectual property rights;
adapting legislation to new technologies and innovation.

The Green Paper also contains a questionnaire as part of a consultation procedure. The replies will serve as a basis for drawing up recommendations to the Council and Parliament.

European GNSS Supervisory Authority responsible for European satellite radionavigation programmes

Leave a reply

European GNSS Supervisory Authority responsible for European satellite radionavigation programmes

Outline of the Community (European Union) legislation about European GNSS Supervisory Authority responsible for European satellite radionavigation programmes

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

European GNSS Supervisory Authority responsible for European satellite radionavigation programmes

This Regulation confers upon a public authority the supervision of the deployment and operational phases of the European satellite radionavigation system, given its strategic nature and the need to ensure that essential public interests are adequately defended and represented.

Document or Iniciative

Council Regulation (EC) No 1321/2004 of 12 July 2004 on the establishment of structures for the management of the European satellite radionavigation programmes [Official Journal L 246, 12.07.2004] [See amending acts].

Summary

European satellite radionavigation programmes are of strategic importance. In addition, given the range of applications of such programmes, the safety and security of the system are crucial.

The role of the Supervisory Authority is to manage all public interests connected with the European satellite radionavigation (GNSS) programmes and to be the regulatory authority for these. The powers of the Galileo Joint Undertaking which was closed down on 31 December 2006 were transferred to the Authority as of 1 January 2007. The Regulation assigns the Authority, which is based in Brussels for the time being, the following tasks (the list is currently being revised):

the responsibility – inherited from the Galileo Joint Undertaking – of managing the agreement with the economic operator charged with operating Egnos *;
coordination of Member States’ actions in respect of the frequencies necessary to ensure the operation of the system;
assisting the Commission in preparing proposals related to the programmes;
modernisation of the system as a whole;
managing all aspects relating to the system’s safety and security;
acting as European GNSS security accreditation authority;
managing research work useful to the development and promotion of European GNSS programmes.

The European Space Agency (ESA) will provide the Authority with technical and scientific support.

Structure of the Authority

The Authority is a body of the Community which has legal personality and may, as such, be a party to legal proceedings. It is, moreover, the owner of all the assets transferred to it by the Galileo Joint Undertaking.

The Authority has an Administrative Board composed of one representative appointed by each Member State and one representative appointed by the Commission. The Administrative Board holds an ordinary meeting twice a year.

Each Administrative Board member has one vote, and decisions are taken by a two-thirds majority of the members. The Authority also has an Executive Director, who is responsible for representing the Authority, preparing the work of the Administrative Board and implementing the Authority’s annual work programme. The Administrative Board must also adopt the annual report on the activities and prospects of the Authority.

The Regulation also establishes a System Security and Safety Committee composed of one representative per Member State and one for the Commission from among acknowledged security experts. The Committee shall be consulted on and may initiate proposals on safety and security questions.

Similarly, a Scientific and Technical Committee composed of experts appointed by the Administrative Board may be tasked with delivering opinions on technical questions and making recommendations on the modernisation of the system.

The Authority’s budget is adopted by the Administrative Board and implemented by the Executive Director. The budget must be balanced: the Authority’s revenue includes a Community subsidy entered in the general budget of the European Union in order to ensure a balance between revenue and expenditure.

When handling personal information, the Authority is bound by the Regulation on the protection of individuals with regard to the processing of personal data.

Key terms used in the act
Egnos is a tripartite programme between the European Community, the ESA and Eurocontrol aimed at augmenting the American GPS and Russian GLONASS signals to ensure reliability over a broad geographical area in and around Europe. It is not dependent on Galileo, but rather complements it and paves the way for it.

References

Act	Entry into force – Date of expiry	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 1321/2004	30.07.2004	–	OJ L 246 of 12.07.2004

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 1942/2006	12.12.2006	–	OJ L 367 of 22.12.2006

Re-profiling the European global navigation satellite system programmes

Leave a reply

Re-profiling the European global navigation satellite system programmes

Outline of the Community (European Union) legislation about Re-profiling the European global navigation satellite system programmes

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Re-profiling the European global navigation satellite system (GNSS) programmes

Document or Iniciative

Communication from the Commission to the European Parliament and the Council – Progressing ‘Galileo’: re-profiling the European GNSS programmes [COM(2007) 534 final – Not published in the Official Journal].

Summary

The breakdown of concession contract negotiations with the private consortium prevented the introduction of the European GNSS by the date originally scheduled. However, in its meeting of 21 and 22 June 2007, the European Council restated its interest in Galileo as a vital project for the European Union (EU). The Council then asked the Commission to submit new analyses and proposals.

The Commission argues that the EU must take certain decisions on the European GNSS, or otherwise face long-term dependency on foreign system signals. Galileo also offers many macro-economic opportunities for European industry and companies in the service sector.

System infrastructure costs

The Commission estimates that system infrastructure costs will come to 3.4 billion for the period 2007-13.

It underlines that this estimate is based on contracts being awarded imminently, which in turn depends on a political decision being taken before the end of 2007. Also, the choices made when the contracts are awarded are likely to have a significant impact on the final costs.

Risk management

The Commission does not consider it necessary to provide for specific budgetary measures at this stage. In its view, all the risks identified are proportional to the scope of the GNSS programmes. It therefore undertakes to use an integrated approach to risk management at all levels and phases of the programme.

Economic impact and operating revenue

The communication highlights the importance of the role that satellite navigation will play in the lives of European citizens. The satellite navigation market is growing rapidly, and the GNSS market segment is expected to become a driver for the European economy after 2010. It is anticipated that 10 million GNSS receivers will be sold in the EU in 2007, and around 230 million in 2011. The revenue that Galileo will generate is considerable and highly diversified.

Funding of European GNSS programmes

The scenario proposed by the Commission therefore requires total funding of 3.4 billion over the period 2007-13. The amount set aside in the Community financial framework for the same period is 1 billion. The Commission therefore wishes to examine other possibilities:

Community funding, in which case the multiannual financial framework would have to be reviewed;
intergovernmental funding, which could take various forms (the Commission has submitted, along with this communication, a proposal for a decision on revision of the multiannual framework aimed at bringing in the public funding required).

The Commission therefore proposes the following measures:

strengthening the remit of the GNSS supervisory authority by giving it a key role in coordination and preparation of European GNSS markets;
setting up a European GNSS programme committee;
entrusting the role of programme manager and supervisor to the Commission;
entrusting the role of “prime contractor” to the European Space Agency;
regular transparent reporting to the Council and the European Parliament.

The agreement reached by the European Parliament and the Council on 23 November 2007 on the subject of funding, followed by the conclusions adopted by the Transport Council on 30 November 2007, largely validate the Commission’s proposals.

Schedule

The Commission estimates that the FOC (full operating capacity) of the GNSS programmes could be reached by mid-2013, if a positive decision is made by the end of 2007.

Further implementation of the European satellite navigation programmes

Leave a reply

Further implementation of the European satellite navigation programmes

Outline of the Community (European Union) legislation about Further implementation of the European satellite navigation programmes

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Further implementation of the European satellite navigation programmes (EGNOS and Galileo)

Document or Iniciative

Regulation (EC) No 683/2008 of the European Parliament and of the Council of 9 July 2008 on the further implementation of the European satellite navigation programmes (EGNOS and Galileo) [See amending act(s)].

Summary

The EGNOS and Galileo programmes cover all the activities needed to define, develop, validate, construct, operate, renew and improve the two European satellite navigation systems, namely the EGNOS system and the system established under the Galileo programme.

EGNOS system

The EGNOS system monitors and improves the quality of signals from existing global navigation satellite systems (GNSS), whereas the Galileo programme established an independent GNSS infrastructure.

The operation of the EGNOS system will predominantly involve infrastructure management, maintenance, improvement and renewal of the system, marketing, and the certification and standardisation operations relating to the programme. The EU will contribute to the financing of the EGNOS system operation.

Galileo programme

The Galileo programme consists of four phases:

a definition phase which ended in 2001;
a development and validation phase which will end in 2010;
a deployment phase which runs from 2008 to 2013;
an exploitation phase which will begin by the conclusion of the deployment phase.

The development and validation phase will be funded by the EU and the European Space Agency (ESA). The EU will finance the deployment phase regardless of additional funding from EU countries, non-EU countries and international organisations.

Ownership of the systems

The EU will own all tangible and intangible assets created or developed under the programmes, to which effect agreements will be concluded with third parties, wherever appropriate, with regard to existing ownership rights.

Budgetary contribution and mechanisms

Within the programmes concerned by this regulation, the EU can allocate funding to:

activities relating to the completion of the development and validation phase of the Galileo programme;
activities relating to the deployment phase of the Galileo programme;
activities relating to the operation of EGNOS and actions preceding the exploitation phase of the programmes.

The budget for the implementation of the above-listed activities between 1 January 2007 and 31 December 2013 is EUR 3 405 million.

Public governance of the programmes

Public governance of the programmes is based on the principle of strict division of responsibilities between the EU (represented by the Commission), the European GNSS Agency and the ESA.

The Commission is responsible for:

the management of the programmes;
all questions regarding the security of the systems;
the management of the funds allocated to the programmes under this regulation.

The European GNSS Agency is responsible for the following tasks, in accordance with Commission guidelines:

ensure the security of the programmes;
contribute to the preparation of the commercialisation of the systems;
undertake other tasks given to it by the Commission relating to the programmes.

The EU’s public procurement rules will apply to the deployment phase of the Galileo programme, without prejudice to measures required to protect the essential interests of the security of the EU or public security or to comply with EU export control requirements.

The Commission shall conclude a multi-annual delegation agreement with the ESA relating to the delegated tasks and budget implementation of the Galileo programme. This delegation agreement will cover the general conditions for the management of the funds entrusted to ESA, in particular:

actions to be implemented;
relevant financing;
management procedures;
monitoring and inspection measures;
measures applicable in case of inadequate performance of contracts;
rules relating to ownership of tangible and intangible assets.

Mid-term review

In 2010, the Commission will, when appropriate, submit to the European Parliament and the Council, together with its mid-term review, a proposal concerning the public funds and commitments required for the financing programming period starting in 2014.

Attached to this regulation, a joint declaration by the European Parliament, the Council and the European Commission provides for the creation of a Galileo Interinstitutional Panel (GIP) which will be responsible for facilitating the EU institutions exercising its respective responsibility. The GIP, which will be composed of three representatives from the Council, three from the European Parliament, and one from the Commission, will meet on a regular basis.

This regulation repeals Regulation (EC) No 876/2002 of 24 May 2002 setting up the Galileo Joint Undertaking.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EC) No 683/2008	25.7.2008	–	OJ L 196 of 24.7.2008

Amending act(s)	Entry into force	Deadline for transposition in the Member States	Official Journal
Regulation (EU) No 912/2010	9.11.2010	–	OJ L276 of 20.10.2010

Successive amendments and corrections to Regulation (EC) No 683/2008 have been incorporated into the basic text. This consolidated versionis for reference only.

Related Acts

Communication from the Commission to the Council, the European Parliament, the European Economic and Social Committee and the Committee of the Regions – Action Plan on Global Navigation Satellite System (GNSS) Applications [COM/2010/0308 final – not published in the Official Journal].

Commission Decision 2009/846/EC of 20 October 2009 on the conclusion of an administrative Agreement between the European Commission and the European GNSS Supervisory Authority on the security and exchange of classified information [Official Journal L 306 of 20.11.2009].

Report from the Commission to the European Parliament and the Council on the implementation of the GNSS programmes and on future challenges pursuant to Article 22 of Regulation (EC) No 683/2008 [COM/2009/0302 final – not published in the Official Journal].

Commission Decision 2009/334/EC of 20 April 2009 establishing an expert group on the security of the European GNSS systems [Official Journal L 101 of 21.4.2009].

Deployment of Intelligent Transport Systems in Europe

Leave a reply

Deployment of Intelligent Transport Systems in Europe

Outline of the Community (European Union) legislation about Deployment of Intelligent Transport Systems in Europe

Topics

These categories group together and put in context the legislative and non-legislative initiatives which deal with the same topic.

Transport > Intelligent transport and navigation by satellite

Deployment of Intelligent Transport Systems in Europe

Document or Iniciative

Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of Intelligent Transport Systems in the field of road transport and for interfaces with other modes of transport.

Summary

This directive is applicable to Intelligent Transport Systems (ITS) applications and services in the European Union (EU) road transport sector and to their interfaces with other modes of transport. ITS are systems in which information and communication technologies are applied in the field of road transport, including infrastructure, vehicles and users, and in traffic management and mobility management.

The following are identified as priority areas for the development and use of specifications and standards:

optimal use of road, traffic and travel data;
continuity of traffic and freight management ITS services;
ITS road safety and security applications;
linking the vehicle with the transport infrastructure.

Within these priority areas, there are six priority actions:

the provision of EU-wide multimodal travel information services;
the provision of EU-wide real-time traffic information services;
data and procedures for the provision, where possible, of road safety related minimum universal traffic information free of charge to users;
the harmonised provision for an interoperable EU eCall;
the provision of information services for safe and secure parking places for trucks and commercial vehicles;
the provision of reservation services for safe and secure parking places for trucks and commercial vehicles.

On deployment of ITS applications and services, EU countries must take the necessary action to ensure that the specifications adopted by the Commission are applied. Individual EU countries do, however, retain the right to decide on deployment of such applications and services on their own territory.

The Commission is responsible for first adopting the necessary specifications to ensure the compatibility, interoperability and continuity for the deployment and operational use of ITS for the above priority actions. Following this, the Commission shall then adopt specifications for the deployment and operational use of ITS for other actions in the priority areas. The specifications will, where appropriate, include the conditions under which EU countries may establish additional rules for the provision of ITS services on all or part of their territory, provided that these rules do not impede interoperability of the services. In addition to the specifications, the Commission may adopt guidelines and other non-binding measures to facilitate the cooperation of EU countries regarding the priority areas.

Rules on privacy, security and re-use of information

EU countries must ensure that the processing of personal data in the context of the operation of ITS applications and services is undertaken in accordance with EU rules on fundamental rights and freedoms of individuals, and that the provisions on consent are adhered to. In particular, personal data must be protected against misuse, including unlawful access, alteration or loss. To this end, personal data should only be processed where necessary and, where appropriate, the use of anonymous data should be encouraged for the performance of the ITS applications and services.

Delegated acts

With regards to specifications, the Commission may also adopt separate delegated acts for each of the priority actions. The European Parliament and the Council have the right to either revoke this delegation of powers, or object to a delegated act. If there is an objection to a delegated act, the act will not enter into force.

European ITS Advisory Group

The Commission shall establish a European ITS Advisory Group to provide advice on business and technical aspects of the deployment and use of ITS in the EU. The group shall be composed of high level representatives from relevant ITS service providers, associations of users, transport and facilities operators, manufacturing industry, social partners, professional associations, local authorities and other relevant fora.

References

Act	Entry into force	Deadline for transposition in the Member States	Official Journal
Directive 2010/40/EU	26.8.2010	27.2.2012	OJ L 207 of 6.8.2010