Port Integration - EU Maritime Developments - Jonathan Millins Port of Riga
The document summarizes recent EU maritime developments, including updates to the TEN-T Guidelines, Connecting Europe Facility, Transport White Paper 2011, and proposals for e-Maritime, e-Logistics and e-Customs. Key points covered are the criteria for the TEN-T Core Network, funding amounts and criteria for the Connecting Europe Facility, and strategic goals and initiatives outlined in the Transport White Paper relating to maritime transport and ports.
The document summarizes the evolution of European port policy over time. It discusses the EU port system and common challenges faced. It then outlines the development of EU ports policy, from early calls for a coordinated policy in the 1960s to failed attempts at "Ports Packages" in the early 2000s. Finally, it discusses the 2007 Communication on a European Ports Policy and plans to implement the policy, including through the 2011 White Paper on Transport. The document analyzes the development of a coherent EU framework for governing ports.
Panelist ralph ferrara addresses high profile insider trading decision (1)Shahram Shirkhani
The UK Civil Aviation Authority has expanded its airport punctuality monitoring to now track 24 high-traffic airports across the country, more than doubling the number of airports monitored. The regulatory body will monitor average delays and on-time performance for both larger airports like Heathrow as well as smaller regional airports. This update will allow passengers to compare punctuality for 90% of all flights, up from 73% previously, and monitor 97% of all passenger journeys. The CAA began collecting data from the new airports in October 2014 to provide a comprehensive fourth quarter report and year-on-year comparisons.
The Tripartite Transport and Transit Facilitation Programme (T3FP) aims to address challenges in the COMESA, EAC, and SADC regions by implementing harmonized road transport policies, laws, regulations, systems and standards. Specifically, the program works on harmonizing vehicle load management, integrating transport registers and information platforms, standardizing vehicle regulations, and improving the efficiency of regional transport corridors.
This document discusses the potential for introducing a kilometre tax on vehicles based on electronic odometers or tachographs to more accurately charge for road use compared to existing fuel tax systems. It notes that if costs of electronic systems decrease, applying such taxes to private vehicles could also be considered. The technical devices used for kilometre taxes may evolve over time and could eventually coincide with future electronic road pricing systems. The document also discusses modulating existing charges in other modes like rail and aviation based on environmental impacts.
This document discusses financing sustainable public transport. It analyzes different countries' and cities' approaches, including national urban mobility policies, mobility master plans, and national programs for financial support. It also covers frameworks for metropolitan transport authorities and actions to work towards high quality, financially sustainable public transport systems. Key recommendations include regaining regulatory power for transport authorities, improving subsidy methodology, setting prices for private modes appropriately, and exploring new funding sources like land value capture and transport NAMAs.
Port Integration - EU Maritime Developments - Jonathan Millins Port of Riga
The document summarizes recent EU maritime developments, including updates to the TEN-T Guidelines, Connecting Europe Facility, Transport White Paper 2011, and proposals for e-Maritime, e-Logistics and e-Customs. Key points covered are the criteria for the TEN-T Core Network, funding amounts and criteria for the Connecting Europe Facility, and strategic goals and initiatives outlined in the Transport White Paper relating to maritime transport and ports.
The document summarizes the evolution of European port policy over time. It discusses the EU port system and common challenges faced. It then outlines the development of EU ports policy, from early calls for a coordinated policy in the 1960s to failed attempts at "Ports Packages" in the early 2000s. Finally, it discusses the 2007 Communication on a European Ports Policy and plans to implement the policy, including through the 2011 White Paper on Transport. The document analyzes the development of a coherent EU framework for governing ports.
Panelist ralph ferrara addresses high profile insider trading decision (1)Shahram Shirkhani
The UK Civil Aviation Authority has expanded its airport punctuality monitoring to now track 24 high-traffic airports across the country, more than doubling the number of airports monitored. The regulatory body will monitor average delays and on-time performance for both larger airports like Heathrow as well as smaller regional airports. This update will allow passengers to compare punctuality for 90% of all flights, up from 73% previously, and monitor 97% of all passenger journeys. The CAA began collecting data from the new airports in October 2014 to provide a comprehensive fourth quarter report and year-on-year comparisons.
The Tripartite Transport and Transit Facilitation Programme (T3FP) aims to address challenges in the COMESA, EAC, and SADC regions by implementing harmonized road transport policies, laws, regulations, systems and standards. Specifically, the program works on harmonizing vehicle load management, integrating transport registers and information platforms, standardizing vehicle regulations, and improving the efficiency of regional transport corridors.
This document discusses the potential for introducing a kilometre tax on vehicles based on electronic odometers or tachographs to more accurately charge for road use compared to existing fuel tax systems. It notes that if costs of electronic systems decrease, applying such taxes to private vehicles could also be considered. The technical devices used for kilometre taxes may evolve over time and could eventually coincide with future electronic road pricing systems. The document also discusses modulating existing charges in other modes like rail and aviation based on environmental impacts.
This document discusses financing sustainable public transport. It analyzes different countries' and cities' approaches, including national urban mobility policies, mobility master plans, and national programs for financial support. It also covers frameworks for metropolitan transport authorities and actions to work towards high quality, financially sustainable public transport systems. Key recommendations include regaining regulatory power for transport authorities, improving subsidy methodology, setting prices for private modes appropriately, and exploring new funding sources like land value capture and transport NAMAs.
The document discusses regulations for the civil applications of unmanned aerial vehicles (UAVs). It provides an overview of UAV types and applications, both military and civil. It discusses key international regulations like the Missile Technology Control Regime (MTCR) and challenges around integrating UAVs into non-segregated airspace. The document proposes three modes of decentralized airspace management to enable autonomous UAV operations: centralized, cooperative decentralized, and non-cooperative decentralized.
UAV Certification - extract for AUVSI 2015 Mike Roberts
The document discusses regulation and certification of unmanned aerial vehicles (UAVs) from an Australian perspective. It outlines how UAV certification differs from manned aircraft certification due to different risk profiles and inability to meet all manned criteria. While regulation of manned aviation is consistent globally, UAV regulation varies widely. The document evaluates existing certification standards like MIL-HDBK-516B and STANAG 4671 that can be used as bases for UAV certification and notes they provide a solid baseline but lack widely accepted standards. Risk assessment is a key part of UAV certification and operations.
International aviation services organization (iaso)Mohsin Kadomi
International Aviation Services Organization (IASO) is a non-government organization and the parent association for all the aviation services companies worldwide. The organization is registered in Sweden with its operational HQ in Dubai. There are 2 sub-organizations that fall under the umbrella of IASO – IFSO (International Fuel Services Organization) and IHAO (International Handling Aviation Organization). The main objective of IASO is to organize, educate, regulate and improve the aviation services industry.
Daedalus Presentation Apa Seminar 2011 AirworthinessMarvalous Health
This presentation was given for a South American audience at the Aeronautical Engineering Seminar held on 18th of March 2011 at the Air Warfare College in Santiago de Chile
The European Aviation Safety Agency, EASA, is coming up with regulatory changes for non-commerical operators. AIR OPS Annex VI Part-NCC obliges non-commercial operators of complex motor-powered aircraft to fulfill new legal requirements effective August 25, 2016.
In this presentation you will receive explanation on the necessary changes and the consequences for NCC operators: when talking about EASA regulations it might be difficult to read between the lines. I like to introduce you the regulatory background quickly before transferring those facts into the consequences, you – as an NCC operator – can expect from those regulatory changes.
Jeppesen and TRS Aviation Consulting have a great, joint experience in dealing with regulatory aspects and we like to show you solutions we can offer as well as what kind of processes and time periods can be estimated. Finally we take a look beyond our noses to see what additional services could be helpful for you.
This document provides an overview of domestic implementation of international laws and international air laws in India. It discusses how international law is implemented domestically through various theories like monism and dualism. India adopts a dualist approach where international law needs to be incorporated into domestic law to be enforceable. The document outlines how various articles of the Indian Constitution provide for implementation of international treaties and obligations. It also discusses how international customary law and treaties have been applied in important court judgments in India. Finally, it provides examples of key aviation laws and amendments that India has passed to implement its obligations under international aviation treaties.
Directorate general of civil aviation (india)Freelancer
The Directorate General of Civil Aviation (DGCA) is India's civil aviation regulatory body that oversees safety, and is planning to replace itself with a new Civil Aviation Authority (CAA) modeled after the US FAA. The DGCA has various departments that regulate areas like airworthiness, flight operations, and safety, and it oversees other agencies like the Airports Authority of India and has regional offices around the country. India is working to implement a State Safety Program and require aviation organizations to adopt Safety Management Systems per ICAO standards.
1. The document discusses various human factors that can lead to accidents in aviation, such as distraction, time pressure, and misperceptions.
2. It analyzes data on 523 helicopter accidents between 2000 and 2006, finding that the majority occurred during the enroute phase of flight and most involved emergency medical services.
3. Maintaining situational awareness, effective crew resource management, and understanding human tendencies towards error are emphasized as important for safety.
The study of interactions between man and machine is key in aviation. Recent years have seen these relationships be transformed, and the emergence of interactions technologies called "natural" or concepts of Augmented Human, or collaborative robotics.
The objective of the studies in Human Factors is always to anticipate tomorrow's world by focusing the development of new operations concepts or new technologies on human, so as to optimize the Human Machine relations and therefore uses.
It is therefore to establish a Human Factors Engineering integrated to the cycle of design and development and operation of complex systems in particular, and to develop the Human Factors disciplines appropriate to the expected changes in the industry, operators and users.
The document discusses the history of chocolate, describing how it originated from cacao beans grown by the Olmecs and Mayans in Mexico and Central America. It then explains how Spanish conquistadors brought cacao beans back to Europe in the 16th century and how chocolate became popularized as a drink among European nobility before eventually becoming widely consumed around the world today.
The document discusses the Aeronautical Information Publication (AIP), which provides essential aeronautical information to pilots and air navigation. It describes the AIP's content and structure, including general information (GEN), en-route information (ENR), and aerodrome information (AD). The AIP is published by contracting states and contains permanent information as well as information on procedures and regulations. Aerodrome operators are responsible for providing accurate data to the AIP.
The document discusses several airline rules and regulations. It outlines rules regarding valid identification, prohibited items, pets, luggage limits, liquid restrictions, accommodations for disabled passengers and pregnant women, and child safety requirements. Airline rules aim to ensure passenger identification and restrict hazardous materials, while complying with laws regarding disabilities, medical conditions, and child safety. Proper adherence to regulations is encouraged for heightened aviation security.
In aeronautics, embedded electronics plays a major role in the systems development, integration, maturity, reliability in harsh environmental conditions.
Electronic technologies are oriented by mass markets and industrials of electronics onboard aircraft are, in a competitive context, facing challenges to meet the requirements and constraints of embedded products (environment, certification, ...), demonstrate the reliability of their products and control their life time (over 20 years).
In this context, emphasis will be placed on the requirements for avionics applications, including critical ones, as well as the processes and activities established in electronic development to master the complexity and meet the requirements.
Flifgt Safety Middle East 2010 Presentationgaorge1980
The document summarizes different approaches to regulating aviation safety discussed at an international conference on aviation safety. It includes:
1) EASA's approach which takes a systematic, total system view and includes both prescriptive and objective-based regulations. EASA regulations apply across EU states.
2) ICAO's approach which includes developing international standards through annexes to the Chicago Convention. ICAO is taking a more strategic approach including a safety framework and targeting safety resources based on risk analysis.
3) Future ICAO initiatives like expanded diversion time operations, new fuel carriage requirements, and guidance on fuel contamination which aim to improve efficiency and safety.
The responsibilities of EASA include to:
Giving advice for the drafting of EU legislation, implementing and monitoring safety rules (including inspections in the member states),
Giving type-certification of aircraft and components as well as the approval of organizations involved in the design,
Authorizing foreign operators,
Manufacture and maintenance of aeronautical products.
Answering the call of nature in islam (bathroom etiquette) www.scmuslim.comscmuslim
The document summarizes Islamic etiquette for using the bathroom based on teachings from the Quran and hadith. Some key points include: entering the bathroom with the left foot first and saying a prayer, avoiding facing or turning one's back to the Qibla, taking water or damp towels to clean oneself, using a stall instead of a urinal to maintain modesty, and moving away from others when outdoors. Cleanliness is emphasized, with prohibited items including bones and animal dung.
The document provides guidance for maintenance technicians and inspection authorization holders on performing aircraft inspections. It discusses the importance of inspections, building relationships with aircraft owners, explaining inspection requirements to owners, and ensuring discrepancies found are properly addressed. It also reviews sample inspection requirements for specific aircraft, including reviewing registration, manuals, records, the type certificate data sheet, and completing a full inspection to verify airworthiness.
The document discusses air navigation services in France, focusing on four programs: Airport CDM, Egnos, 4-Flight, and Sysat/Seaflight. It provides details on each program, including Airport CDM collaborating to improve airport performance, Egnos complementing GPS for more precise positioning, 4-Flight replacing France's current ATM system with a modern stripless system, and Sysat/Seaflight providing new ATC systems for small towers and overseas territories. The overall goal is to modernize air navigation through these programs to support optimized operational procedures and increased performance and safety.
CITEPA is a non-profit organization in France that is responsible for compiling emissions inventories of air pollutants and greenhouse gases on behalf of the French Ministry of Ecological and Solidarity Transition. CITEPA develops a single, integrated national inventory system covering all greenhouse gas and air pollutant emissions reporting needs within France and to international organizations. The system aims to ensure transparency, consistency, completeness, comparability and accuracy of France's emissions data according to international guidelines. CITEPA also participates in international technical working groups and reviews of member state inventories to further improve emissions estimation methods and reporting quality.
The document discusses regulations for the civil applications of unmanned aerial vehicles (UAVs). It provides an overview of UAV types and applications, both military and civil. It discusses key international regulations like the Missile Technology Control Regime (MTCR) and challenges around integrating UAVs into non-segregated airspace. The document proposes three modes of decentralized airspace management to enable autonomous UAV operations: centralized, cooperative decentralized, and non-cooperative decentralized.
UAV Certification - extract for AUVSI 2015 Mike Roberts
The document discusses regulation and certification of unmanned aerial vehicles (UAVs) from an Australian perspective. It outlines how UAV certification differs from manned aircraft certification due to different risk profiles and inability to meet all manned criteria. While regulation of manned aviation is consistent globally, UAV regulation varies widely. The document evaluates existing certification standards like MIL-HDBK-516B and STANAG 4671 that can be used as bases for UAV certification and notes they provide a solid baseline but lack widely accepted standards. Risk assessment is a key part of UAV certification and operations.
International aviation services organization (iaso)Mohsin Kadomi
International Aviation Services Organization (IASO) is a non-government organization and the parent association for all the aviation services companies worldwide. The organization is registered in Sweden with its operational HQ in Dubai. There are 2 sub-organizations that fall under the umbrella of IASO – IFSO (International Fuel Services Organization) and IHAO (International Handling Aviation Organization). The main objective of IASO is to organize, educate, regulate and improve the aviation services industry.
Daedalus Presentation Apa Seminar 2011 AirworthinessMarvalous Health
This presentation was given for a South American audience at the Aeronautical Engineering Seminar held on 18th of March 2011 at the Air Warfare College in Santiago de Chile
The European Aviation Safety Agency, EASA, is coming up with regulatory changes for non-commerical operators. AIR OPS Annex VI Part-NCC obliges non-commercial operators of complex motor-powered aircraft to fulfill new legal requirements effective August 25, 2016.
In this presentation you will receive explanation on the necessary changes and the consequences for NCC operators: when talking about EASA regulations it might be difficult to read between the lines. I like to introduce you the regulatory background quickly before transferring those facts into the consequences, you – as an NCC operator – can expect from those regulatory changes.
Jeppesen and TRS Aviation Consulting have a great, joint experience in dealing with regulatory aspects and we like to show you solutions we can offer as well as what kind of processes and time periods can be estimated. Finally we take a look beyond our noses to see what additional services could be helpful for you.
This document provides an overview of domestic implementation of international laws and international air laws in India. It discusses how international law is implemented domestically through various theories like monism and dualism. India adopts a dualist approach where international law needs to be incorporated into domestic law to be enforceable. The document outlines how various articles of the Indian Constitution provide for implementation of international treaties and obligations. It also discusses how international customary law and treaties have been applied in important court judgments in India. Finally, it provides examples of key aviation laws and amendments that India has passed to implement its obligations under international aviation treaties.
Directorate general of civil aviation (india)Freelancer
The Directorate General of Civil Aviation (DGCA) is India's civil aviation regulatory body that oversees safety, and is planning to replace itself with a new Civil Aviation Authority (CAA) modeled after the US FAA. The DGCA has various departments that regulate areas like airworthiness, flight operations, and safety, and it oversees other agencies like the Airports Authority of India and has regional offices around the country. India is working to implement a State Safety Program and require aviation organizations to adopt Safety Management Systems per ICAO standards.
1. The document discusses various human factors that can lead to accidents in aviation, such as distraction, time pressure, and misperceptions.
2. It analyzes data on 523 helicopter accidents between 2000 and 2006, finding that the majority occurred during the enroute phase of flight and most involved emergency medical services.
3. Maintaining situational awareness, effective crew resource management, and understanding human tendencies towards error are emphasized as important for safety.
The study of interactions between man and machine is key in aviation. Recent years have seen these relationships be transformed, and the emergence of interactions technologies called "natural" or concepts of Augmented Human, or collaborative robotics.
The objective of the studies in Human Factors is always to anticipate tomorrow's world by focusing the development of new operations concepts or new technologies on human, so as to optimize the Human Machine relations and therefore uses.
It is therefore to establish a Human Factors Engineering integrated to the cycle of design and development and operation of complex systems in particular, and to develop the Human Factors disciplines appropriate to the expected changes in the industry, operators and users.
The document discusses the history of chocolate, describing how it originated from cacao beans grown by the Olmecs and Mayans in Mexico and Central America. It then explains how Spanish conquistadors brought cacao beans back to Europe in the 16th century and how chocolate became popularized as a drink among European nobility before eventually becoming widely consumed around the world today.
The document discusses the Aeronautical Information Publication (AIP), which provides essential aeronautical information to pilots and air navigation. It describes the AIP's content and structure, including general information (GEN), en-route information (ENR), and aerodrome information (AD). The AIP is published by contracting states and contains permanent information as well as information on procedures and regulations. Aerodrome operators are responsible for providing accurate data to the AIP.
The document discusses several airline rules and regulations. It outlines rules regarding valid identification, prohibited items, pets, luggage limits, liquid restrictions, accommodations for disabled passengers and pregnant women, and child safety requirements. Airline rules aim to ensure passenger identification and restrict hazardous materials, while complying with laws regarding disabilities, medical conditions, and child safety. Proper adherence to regulations is encouraged for heightened aviation security.
In aeronautics, embedded electronics plays a major role in the systems development, integration, maturity, reliability in harsh environmental conditions.
Electronic technologies are oriented by mass markets and industrials of electronics onboard aircraft are, in a competitive context, facing challenges to meet the requirements and constraints of embedded products (environment, certification, ...), demonstrate the reliability of their products and control their life time (over 20 years).
In this context, emphasis will be placed on the requirements for avionics applications, including critical ones, as well as the processes and activities established in electronic development to master the complexity and meet the requirements.
Flifgt Safety Middle East 2010 Presentationgaorge1980
The document summarizes different approaches to regulating aviation safety discussed at an international conference on aviation safety. It includes:
1) EASA's approach which takes a systematic, total system view and includes both prescriptive and objective-based regulations. EASA regulations apply across EU states.
2) ICAO's approach which includes developing international standards through annexes to the Chicago Convention. ICAO is taking a more strategic approach including a safety framework and targeting safety resources based on risk analysis.
3) Future ICAO initiatives like expanded diversion time operations, new fuel carriage requirements, and guidance on fuel contamination which aim to improve efficiency and safety.
The responsibilities of EASA include to:
Giving advice for the drafting of EU legislation, implementing and monitoring safety rules (including inspections in the member states),
Giving type-certification of aircraft and components as well as the approval of organizations involved in the design,
Authorizing foreign operators,
Manufacture and maintenance of aeronautical products.
Answering the call of nature in islam (bathroom etiquette) www.scmuslim.comscmuslim
The document summarizes Islamic etiquette for using the bathroom based on teachings from the Quran and hadith. Some key points include: entering the bathroom with the left foot first and saying a prayer, avoiding facing or turning one's back to the Qibla, taking water or damp towels to clean oneself, using a stall instead of a urinal to maintain modesty, and moving away from others when outdoors. Cleanliness is emphasized, with prohibited items including bones and animal dung.
The document provides guidance for maintenance technicians and inspection authorization holders on performing aircraft inspections. It discusses the importance of inspections, building relationships with aircraft owners, explaining inspection requirements to owners, and ensuring discrepancies found are properly addressed. It also reviews sample inspection requirements for specific aircraft, including reviewing registration, manuals, records, the type certificate data sheet, and completing a full inspection to verify airworthiness.
The document discusses air navigation services in France, focusing on four programs: Airport CDM, Egnos, 4-Flight, and Sysat/Seaflight. It provides details on each program, including Airport CDM collaborating to improve airport performance, Egnos complementing GPS for more precise positioning, 4-Flight replacing France's current ATM system with a modern stripless system, and Sysat/Seaflight providing new ATC systems for small towers and overseas territories. The overall goal is to modernize air navigation through these programs to support optimized operational procedures and increased performance and safety.
CITEPA is a non-profit organization in France that is responsible for compiling emissions inventories of air pollutants and greenhouse gases on behalf of the French Ministry of Ecological and Solidarity Transition. CITEPA develops a single, integrated national inventory system covering all greenhouse gas and air pollutant emissions reporting needs within France and to international organizations. The system aims to ensure transparency, consistency, completeness, comparability and accuracy of France's emissions data according to international guidelines. CITEPA also participates in international technical working groups and reviews of member state inventories to further improve emissions estimation methods and reporting quality.
The document discusses research and development opportunities in GNSS through Horizon 2020 funding calls. It summarizes four Horizon 2020 Galileo calls that provided over €100 million total for 58 projects. It outlines the goals of future calls on applications fostering green/safe mobility, digitization, and societal resilience. The calls will fund projects developing GNSS applications in areas like transportation, agriculture, and emergency response. It also describes the Fundamental Elements program funding GNSS receiver and chipset development to increase EU competitiveness and maximize benefits for citizens.
EU_White Paper_Presentation of the White Paper Andres GALVAN RAMIREZ.pptdankogavrilovic
The document summarizes the key points of the 2011 EU White Paper on Transport. It establishes 10 goals to guide the development of a competitive and low-carbon European transport system by 2050, including reducing conventionally-fueled urban transport by 2030, 40% reduction in aviation/shipping emissions by 2050, and shifting 50% of medium-distance freight to rail/waterborne transport. It outlines initiatives to achieve these goals such as deploying new fuels/vehicles, completing the trans-European transport network, and applying "user pays" pricing principles.
This document outlines France's national port strategy, with the following key points:
- The strategy aims to position French ports as major hubs for international trade and support industrial and economic development.
- French ports have improved productivity and competitiveness since port reforms in 2008. They are now major logistics hubs within European supply chains.
- The strategy seeks to have ports take a leading role in coordinating sea and land logistics solutions to improve efficiency and attract more business. Ports will also support promising industrial sectors through accommodating activities and facilities.
- Ports will take an integrated approach to managing industrial, logistics, natural, and urban sites within their areas to promote long-term development.
The document summarizes the key priorities and reflections from a think tank on the European Commission's 2011 White Paper on Transport. The think tank identified five priorities for the freight transportation industry: 1) dedicated freight corridors and terminals, 2) completing the Trans-European Transport Network, 3) financing and taxation policies to fund environmental improvements, 4) harmonizing regulations, and 5) ensuring sustainability. The think tank expressed concerns that some of the White Paper's goals may not be achievable with current technology or may negatively impact competitiveness and called for a greater focus on optimizing existing infrastructure usage.
The BATTERIE project aims to establish more sustainable and accessible transport across the Atlantic Area through improved interconnection and interoperability of transport networks. It seeks to reduce CO2 emissions by exploring smart technologies and alternative fuels. The project has €3.4 million budget and involves 13 partners from Ireland, UK, Portugal, France and Spain. It will develop a web-based journey planner, map availability of alternative fuels and technologies, and design policy scenarios to pilot network changes that encourage more robust and green intermodal transport.
CORTE- implementation digital tachograph.pptabderrahim67
CORTE is an international association of road transport enforcement authorities. It was originally an informal group of EU enforcement experts but was formalized in 2005. CORTE now has over 60 members from EU, EEA, and other AETR countries. Its goals are to develop common enforcement practices and interpretations of road transport legislation.
The document discusses the legal framework for digital tachographs in Europe. EU rules have evolved over time in response to issues like fraud. The digital tachograph was introduced in 1998 to replace paper tachographs due to tampering issues. For non-EU countries, the AETR agreement extends similar rules and requires adoption of new tachograph technologies within four years of EU adoption. The document
This document provides an overview of the need for secure truck parking across Europe. It discusses the large volume of freight transported across Europe on the Trans-European Road Network and the prevalence of freight crime, which impacts all EU countries. Certain regions experience higher levels of freight theft and are identified as crime hotspots. There is a high demand for secure truck parking facilities where drivers can rest safely and cargo is protected, as many existing facilities do not provide adequate security. The development of secure parking standards and facilities is important to address this issue.
Presented by Sophie Mougard at Transforming Transportation 2015.
Transforming Transportation 2015: Smart Cities for Shared Prosperity is the annual conference co-organized by the World Resources Institute and the World Bank.
Ports in Short Sea Shipping. A critical assessment of the European Maritime T...Ancor Suárez Alemán
This dissertation examines ports and their role in European maritime transport policy through 5 chapters. Chapter 1 provides a critical review of recent EU maritime policies and their aims to promote more sustainable and competitive transport. Chapter 2 develops a theoretical model to analyze port and road transport costs. Chapter 3 discusses using time spent in port as a measure of port efficiency. Chapter 4 considers incentives for improving port efficiency. Chapter 5 presents a case study examining what determines the potential success of short sea shipping. The dissertation aims to better understand how ports can be encouraged to support the goals of EU maritime transport policy.
This document provides information about grant opportunities for the transport sector through the Connecting Europe Facility (CEF). CEF provides funding for studies, works, innovation/technology, and other transport infrastructure projects across Europe. Funding amounts range from 20-50% depending on the type of project. The application process involves aligning projects with CEF criteria and goals, developing consortiums, and obtaining necessary approvals. PNO Consultants has assisted over 30 successful CEF projects and can help applicants with all stages of the application and implementation process.
This document summarizes the findings of a study on developing innovative financing solutions for the deployment of ERTMS in Europe. Key points:
1) There is a large funding gap (€430 billion) for rail projects in Europe through 2030, far exceeding available funds (€24 billion) from the Connecting Europe Facility.
2) Grants from the CEF are insufficient to fully deploy ERTMS by 2030 as required. Innovative financing is needed to complement grants.
3) The study examined potential business models and financing schemes, including public-private partnerships, to attract private investment in ERTMS deployment across infrastructure and rolling stock.
4) Corridor-level analysis
This document discusses European Union funding programs for business development and financing of liquefied natural gas (LNG) investments in the energy and transport sectors. It outlines various EU funding mechanisms like the Connecting Europe Facility (CEF) program for transport and energy, the European Fund for Strategic Investments, and the European Bank for Reconstruction and Development. It also describes Ocean Finance's methodology for developing LNG infrastructure projects and provides an example large-scale LNG project in Cyprus called CYnergy.
Transport is a key policy of the EU aimed at removing barriers between member states to facilitate free movement. The EU has worked to develop an integrated transport network including roads, sea routes, air routes, and railways. Modernization efforts seek to consolidate the transport market and increase competitiveness through initiatives like developing EU-wide rail networks, air traffic control cooperation, and protecting sea lanes in vulnerable regions.
The document proposes a sustainable European maritime logistics policy with three key dimensions:
1) An enabling framework for private investors to attract sustainable private investment through stable rules and predictable outcomes. This includes clarification of legal frameworks and roles of private and public sectors.
2) Digitization and trade facilitation to improve connectivity, intermodality and efficiency through initiatives like enhanced access to digital systems and streamlining legislation.
3) Sustainability and innovation by balancing environmental legislation to enable investment while achieving objectives, and providing funding for greening initiatives and an innovation framework.
The proposals aim to integrate maritime industries into the wider supply chain and address issues like overcapacity, while recognizing private port operators handle most EU trade and continuously
Similar to Secretaria de Aviação Civil - PSOs in France (20)
Este documento discute os riscos à aviação civil causados pela soltura de balões não tripulados. A prática é considerada crime e pode causar acidentes aéreos graves devido ao tamanho e peso dos balões, que em colisão equivalem a toneladas impactando aeronaves. Relatos mostram incidentes em aeroportos de São Paulo e Rio de Janeiro, onde balões caíram perto de aeronaves ou foram ingeridos por motores. O documento propõe orientar forças de segurança a combater a prática.
Acesse a publicação "A Política de Aviação Civil: levar a aviação brasileira ao século XXI" e conheça em detalhes as vertentes da política que levou o setor a um novo patamar. Neste material, você vai saber como essa política foi implementada, o que foi feito, e de que forma a atuação da Secretaria de Aviação Civil, desde a sua criação, produziu inovações para o setor aéreo brasileiro.
O documento apresenta os resultados dos estudos para os aeroportos internacionais de Salvador e Fortaleza. Para Salvador, prevê-se um plano de desenvolvimento em 6 fases até 2046 para ampliar a capacidade do aeroporto a fim de acompanhar o crescimento projetado da demanda de passageiros, aeronaves e carga. O investimento total necessário é estimado em R$1,3 bilhão para obras e R$392 milhões para desapropriações.
O documento apresenta os resultados dos estudos dos aeroportos internacionais de Porto Alegre e Florianópolis. Para Porto Alegre, o plano de desenvolvimento inclui a ampliação da pista de pousos e decolagens em 920m e expansão do terminal de passageiros em três fases. Para Florianópolis, o plano prevê a ampliação da pista e recuo da cabeceira, além da expansão do terminal de passageiros. Ambos os aeroportos devem ver crescimento significativo na demanda nos próximos anos.
O documento apresenta uma equipe de coordenação para um projeto aeroportuário e lista consultores. Apresenta também um índice detalhado com seções sobre caracterização do aeroporto e sua região, cenário competitivo, vocação do aeroporto, projeções de demanda anual e de pico, projeções de receitas e comparação com outros aeroportos.
O documento apresenta uma avaliação econômico-financeira de um aeroporto internacional, incluindo premissas de volumes, receitas, custos, investimentos, fluxo de caixa e análise de viabilidade financeira do projeto ao longo do período de concessão.
O relatório apresenta um inventário detalhado das condições existentes no Aeroporto Internacional Pinto Martins em Fortaleza. Descreve a localização, histórico, situação patrimonial, zoneamento e infraestrutura do aeroporto, incluindo sistemas de pistas, auxílio à navegação aérea, terminais de passageiros e cargas. Realiza também análises topográfica, climatológica, geológica e da infraestrutura básica do local.
O documento apresenta os estudos ambientais realizados para o Aeroporto Internacional Pinto Martins em Fortaleza. Inclui uma introdução, marco legal e institucional aplicável, inventário de passivos ambientais existentes, análise da regularidade do licenciamento e diretrizes para regularização ambiental e cronograma de licenciamento.
O relatório apresenta uma análise econômico-financeira do Aeroporto Internacional de Florianópolis para os próximos anos. Apresenta o histórico do aeroporto com crescimento anual de demanda de 10,96%, projeções de investimento, receitas e despesas. Inclui análise de retorno do investimento, estrutura de capital e sugere valores para a Contribuição Variável e Fixa Mínima a ser proposta por licitantes.
Este relatório apresenta uma análise de mercado e projeções de demanda para o Aeroporto Internacional Hercílio Luz em Florianópolis para os próximos 20 anos. Inclui projeções de passageiros, carga, movimentos de aeronaves e receitas com base em análises históricas e de benchmarking com outros aeroportos. O relatório também caracteriza a região de influência do aeroporto e avalia sua capacidade operacional futura.
1. O relatório apresenta os resultados de estudos de engenharia realizados para o Aeroporto Internacional Hercílio Luz em Florianópolis.
2. Foi realizado um inventário das condições existentes no aeroporto incluindo infraestrutura, zoneamentos e capacidade instalada.
3. Foram analisadas alternativas de desenvolvimento e necessidades de expansão da infraestrutura para atender a demanda projetada até 2046, com um plano de desenvolvimento proposto em três fases.
Este relatório apresenta estudos ambientais realizados para o Aeroporto Internacional Hercílio Luz em Florianópolis. Inclui análise da regularidade ambiental, levantamento de passivos ambientais, avaliação de impactos e riscos associados a possíveis expansões, diretrizes para licenciamento e indicadores de desempenho ambiental.
O documento apresenta uma avaliação econômico-financeira da concessão do Aeroporto Internacional de Salvador. Ele inclui premissas de volumes de passageiros e receita, custos operacionais, investimentos, fluxo de caixa, análise de viabilidade financeira e geração de dividendos para os acionistas ao longo do período da concessão.
O documento apresenta uma análise técnica sobre o aeroporto Deputado Luís Eduardo Magalhães, incluindo a caracterização da região de influência, projeções de demanda de passageiros e cargas, projeções de receitas e comparação com outros aeroportos.
O relatório descreve as condições existentes do Aeroporto Deputado Luís Eduardo Magalhães em Salvador, Bahia, incluindo a situação patrimonial, zoneamento, instalações, planos de proteção, restrições ao tráfego aéreo e análises topográfica, climatológica e geológica da área.
1. O documento apresenta os estudos ambientais realizados no Aeroporto Internacional de Salvador.
2. Foram inspecionadas diversas áreas para inventário de passivos ambientais e riscos de poluição.
3. Também foi analisada a regularidade do licenciamento ambiental e estabelecidas diretrizes para a regularização.
1. O relatório apresenta uma análise econômico-financeira do Aeroporto Internacional de Porto Alegre, com projeções de demanda, receitas, investimentos, custos e indicadores de retorno para os próximos anos.
2. Nos últimos anos o aeroporto teve um crescimento médio de 11,35% na movimentação de passageiros, chegando a 8,4 milhões em 2014, e as receitas não tarifárias passaram a ser maioria a partir de 2013, puxadas por aluguéis de áreas.
3. As desp
O relatório apresenta uma análise de mercado do Aeroporto Internacional Salgado Filho em Porto Alegre. Inclui uma caracterização da área de influência do aeroporto, projeções de demanda de passageiros e cargas, análises de receitas e benchmarking com outros aeroportos. O estudo tem como objetivo subsidiar decisões de investimento no aeroporto.
More from Secretaria de Aviação Civil da Presidência da República (20)
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Secretaria de Aviação Civil - PSOs in France
1. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
Presentation of the policies and
regulations put in place in
France and Europe, in order to
develop regional routes
Emmanuel ROCQUE
French civil aviation authority
Cooperation Americas
03 March 2015
2. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
PLAN
1. Regional routes in France are mainly developed under
the « Public service obligations » framework and depend
on European rules
2. French overseas territories propose a more specific
regime, such as Guyana, French Polynesia or New
Caledonia
3. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
INTRODUCTION
4. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
The office of French carriers and
public intervention
• Part of the Air transport directorate within the French
civil aviation authority
• Licencing authority for French carriers
• In charge of the approval of operating programmes of
French carriers (scheduled and charter flights)
• In charge of PSOs concerning France
• Team of 9, approx. 50% working on PSOs (specification,
imposition and financial management)
5. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
PSO framework is the main
axis but some particular cases need to be
focused on
• PSO regime is a combination of European and French
rules
• The main goal is to support routes on a territorial
development planning approach, introducing frequency,
regularity and / or continuity of service criterias.
• When private initiative does not exist for cost
effectiveness reasons, public support may exist in order
to balance economic profitability
• Among other particular cases concerning overseas
territories, French Guyana could probably be the most
similar to Brazilian PDAR plan (individual support).
6. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1. Regional routes in France are mainly developed
under the « Public service obligations » framework
and depend on European rules
7. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.1 What are PSOs?
• Defined at article 16 of regulation n°1008/2008
• PSOs are a set of operating norms imposed on a certain route, justified
by thin routes, peripheral or development region. They must be :
– Transparent explicit and published in official journals
– Non-discriminatory applies equally to every carriers operating the
route
• They specify the minimum requirements for air services operated on
the route in terms of :
– Frequency
– Stop-overs
– Aircraft seat capacity
– Schedules
– Continuity of service
– Fares, sometimes
8. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.2 PSO in Europe
Source : European commission, June 2014
9. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.2 PSO in Europe
Source : Commission européenne, juin 2014
10. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.2 PSO in Europe
Open = PSO without any public compensation ; Restricted = Public compensation
11. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.2 PSO in Europe
12. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.3 PSOs in France
• 42 routes on which PSOs are imposed
– 12 routes between Corsica and mainland France
– 4 routes between overseas departments and mainland France
– 5 routes within the overseas department of French Guyana
– 3 routes between Strasbourg and three Member States’ capital cities
– 18 routes within mainland France
• A number constantly evolving
– Crisis of the regional air transport
– Imposition of PSOs on request of local authorities
– PSOs expire if no scheduled air service has been operated during a period
of 12 months on the route
• Under additional French regulation (taken in May 2005)
13. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.3 PSOs in France
+ PSOs within French Guyana (subs.)
+ PSOs between mainland France and overseas departments (non subs.)
PSOs on radial routes, subsidized / non subs.
PSOs on transverse routes, subs. / non subs.
PSOs between Strasbourg and MS capital cities (subs.)
PSOs on Corsica routes (subs.)
14. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
Imposition of PSOs
• Local authorities designate a lead authority
• This lead authority prepares with the DGAC office:
– Draft specifications for the PSO
– A file justifying the need for PSO and the
specifications
• Several meetings are held to adjust both
documents
15. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.4 Justification of the necessity
of PSO on a route
• Criteria from regulation 1008/2008 for imposing
PSO on a route:
– route serving a peripheral or development region
– thin route being considered vital for the economic
and social development of the region which the
airport serves
16. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.4 Justification of the necessity
of PSO on a route
• Justification file must demonstrate the need for air
services on the envisaged route
– Evidence that the region served is a peripheral region
• Geographical obstacles (mountains, water, etc.), distance and time to
reach major cities
– Evidence that the region served is a development region (e.g.
convergence regions in France, applies to the overseas
departments)
– Evidence that the route is thin…
• Statistics of passengers on the route
– … and vital
• Existing economic relations between the two regions served
• Need for international connectivity
• Vital need for the economic activities using the route
• Poor performance of other transport modes or routes from neighbouring
airports
17. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
Type of justifications in Europe
18. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.4 Justification of the necessity
of PSO on a route
• Ex.: recent request from Conseil Régional de
Bourgogne concerning Dijon-Toulouse and Dijon-
Bordeaux
19. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.4 Justification of the necessity
of PSO on a route
20. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.5 Justification of the PSO
specifications
• Criteria for the specifications of a PSO:
– PSO imposed only to the extent necessary to ensure
on that route the minimum provision of scheduled air
services (proportionality)
– Standards which air carriers would not assume if they
were solely considering their commercial interest
(market failure, lack of private initiative)
21. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.5 Justification of the PSO
specifications
• Justification file must demonstrate that:
– The envisaged PSO is in adequacy with the need of users…
• Studies on the number and type of travellers likely to use the route
• Needs in terms of frequency, continuity, schedules
– …and the abilities of carriers!
• Contacts with several carriers likely to operate the route
– No carrier intends to operate with services meeting the
needs of the region served
• Past initiatives have been abandoned?
• Subsidized services (start-up aids)?
22. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.5 Justification of the PSO
specifications
[…]
[…]
[…]
23. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.6 Publication of the PSO
Ex.: the Dijon-Toulouse route
24. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.6 Publication of the PSO
• Information notice sent to the European Commission
• Note to the Commission giving the main justifications
for the PSO
• The office remains available for any questions from the
Commission
25. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
1.7 Public compensation is strictly
conditioned (public tender process)
• As specified at articles 16 and 17 of regulation
1008/2008:
– If no Community air carrier has commenced or can
demonstrate that it is about to commence sustainable
scheduled air services on a route in accordance with the PSO
which has been imposed on that route, the MS concerned
may limit access to the schedu
– led air services on that route to only one carrier for a period
of up to four years, after which the situation shall be
reviewed.
– The right to operate the services referred to in paragraph 9
shall be offered by public tender.
– The MS concerned may compensate an air carrier which has
been selected for adhering to the standards required by a
PSO imposed
26. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
French remote territories propose a more specific
regime, such as Guyana, French West Indies, French
Polynesia or New Caledonia
27. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
2.1 FINANCING PSOS ROUTES IN FRANCE:
THE CASE OF GUYANA ROUTES
• Social aids
– On PSOs routes within French Guyana
– For 2 categories of passengers
» Inhabitants of the towns linked by the PSO routes to
Cayenne
» Other inhabitants of Guyana (non residents cannot
benefit from the aids)
– Financed by local authorities (subsidized by the State)
– Direct subvention on airline ticket
– Contributions for 2011 : around 5,87 M€
» State : around 1,73 M€
» Local authorities : around 4,14 M€
administrative contracts
» Between the local authority and air carrier(s)
» Between the local authority and the State
State aid:
» notified to the European Commission
28. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
2.1 FINANCING PSOS ROUTES IN FRANCE:
THE CASE OF GUYANA ROUTES
• Social aids
– Major advantage:
Direct subvention on airline ticket is more visible for
PAX
− A few drawbacks:
Necessary to identify people living in Guyana from
other people: a resident card is shown before
boarding
Difficult to plan costs accurately on a yearly basis
(otherwise maximum have to be fixed, which is the
position of Ministry of finance and DGAC) Guyana
territory has to compensate
Creates “addiction” , difficult to stop or to make
changes
29. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
2.2 FINANCING PSOS ROUTES IN FRANCE:
THE CASE OFFRENCH OVERSEAS
TERIITORIES
• French Antilles (West Indies) and La Réunion (Indian ocean) :
− PSOs exist and consist of capacity or price tickets conditions to
some categories of PAX
− These PSOs are not “restricted” but “open” : no public spending
on routes to compensate operations because they are cost effective
− Different aids not relying on PSO regime exist and represent
about 18 M € (Martinique and Guadeloupe) and 39 M € for La Réunion,
principally paid by Minister of overseas territories.
• French Polynesia and New Caledonia
− No PSO
− Different aids exist: 4,5 M€
30. Ministère de l'Écologie, du Développement durable et de l’Énergie
Direction générale de l’Aviation civile
2.3 PUBLIC SUPPORT : FIGURES
Routes « PSO
restricted »
Pax (2013) Public
compensation
in M€ (State)
Public
compensation
(local territory)
Public
compensation
in M€ (Total)
France
(metropolitan)
+ Saint Pierre
386 482
25 057
10,919
2,1
13,484 24,404
2,1
Madrid / Amsterdam/
Prague- Strasbourg
(EU Parliament)
89 452 3,231 0,370 3,6
Corsica 2 090 777 75 75
French Guyana
(PSO & social aids) 37 155 1,675 3,798 (+ 1,7) 5,474 (+1,7)
French overseas
territories (public
funds, but not
considered as a
PSO restricted)
47,8 21,95 (La Réunion) 69,75
TOTAL 2,6 M (PSO
restricted)
18 (PSO restricted) 19,35 (PSO
restricted),
94,35 including
Corsica
112,3 (PSO
restricted)
182 M€ in 2013
including all public
funds